The Iron Age 1908-12-17: Vol 82 Iss 25

THE Yol. 82: No. 25. New York, Thursday, December 17, 1908. ihe eee Reading Matter Contents........ page 1848 | ——___{__- Alphabetical Index to Advertisers ‘‘ 196 Classified List of Advertisers - 186 Advertising and Subscription Rates ‘* 1857 Published every Thursday Morning by David Williams Co. 14-16 Park Place, New York. REED F. BLAIR & CO. PRICK BUILDING, PITTSBURG, PA. STANDARD CONNBLSVILLB COKE FOUNDRY FURNACE CRUSHED The Original and only Genuine ‘* STILLSON WRENCH ”’ is manufactured by WALWORTH MFG. CO., Boston, U. S. A. And bears their registered Trade-Mark READY TO APPLY FINISHED JOINT Pistol Company, Waterbury. Ct. SASH CORD TURNBUCKLES — a Cleveland City Forge and tron Co. Cleveland, 0. TURN BVOCH UES MERRILL BROS. Ta Maspeth, New Yerk, N. Y. BESSEMER PIG e Trust B Rehiledelohia Machesney Bldg., Pittsb’g. Empire Bldg., ew York. [UFK. TN 3. ARE THE BES1 IN THE WORLD | THE LUFKIN RULE CO., Saginaw, Mich.. U.8. A. New York London, Eng. Windsor, Can, THE REAL CHARACTER _ oofing material is shown after _ years of constant service—Use our | Terres and profit by the experience of a roofer thirty odd years in the buai~ess, ..—— AMERICAN SHEET AND TIN PLATE COMPANY Frick Building, Pittsburgh, Pa. ' See our Ad. on page 16 SAMSON SPOT |/BOELERS 20. vases: °° “xowvern IRON AGE U.M. C, Nitro Clubs are popular for allkinds of shooting. They are moderate in price and like U. M. C. Arrows are Steel Lined. And like all U. M. C. Shells Nitro Clubs are made for every make and type of gun. That means that there is a demand for Nitro Clubs :from all kinds of sportsmen for all kinds of hunting. Attractive Advertising for the Asking The Union Metallic Cartridge Company Bridgeport, Conn. Agency 313 BROADWAY New York WATER TUBE OGh4e Babcock @ Wilcox Co., No Danger of Injuring a Horse’s Hoof or Foot because of dull points or weak blades! No danger of nails breaking! No danger of nails splitting, when “Cape- well” Nails are used in shoeing your horses. MADE BY The Capewell Horse Nail Company Hartford, Conn. . Jenkins Bros. Valves have the favor of engineers because they are the easiest to keep tight. Made of new steam meta! of best quality. Interchangeable parts. Con- tain genuine Jenkins Discs—either Hard, for steam and hot water use; or Soft, for cold water, airor gas. May we send you Catalog ? JENKINS BROS., New York, Boston, Philadelphia, Chicago THE AMERICAN TUBE & STAMPING COMPANY SEE (Water and Rail Delivery) BRIDGEPORT, CONN. SiGe 2 MAGNOLIA ,, icon METAL The Standard Babbitt of the World We manufacture everything in the Babbitt Line. MAGNOLIA METAL CO. een New York: 115 Bank St. Chicago: Fisher Building. Montreal: 31 St. Nicholas St. WHEN FOLLANSBEE STEEL SHEETS ARE USED SATISFACTION FOLLOWS Specially Made for Special urposes FURNITURE STEEL ENAMELING STEEL AUTO STEEL OPEN HEARTH DEEP STAMPING FOLLANSBEE BROTHERS COMPANY PITTSBURGH THE AGE BRASS}"2,,. COPPER}*:: GERMAN, SILVER (“wn LOW BRASS, SHEET BRONZE, SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND BRONZE TUBING: : : ¢ : eee Waterbury Brass Co. WATERBURY, CONN. Providence, R. 1. IRON 99 John St., New York. Bridgeport Deoxidized Bronze & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze Composition, Yellow Brass and Alumi- 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. GERMAN SILVER 2 © In Sheet, Wire, Rods, Blanks and Shells NICKEL ANODES BRASS, BRONZE, COPPER in all forms \ THE SEYMOUR MFG. CO., Seymour, Conn. HENDRICKS BROTHERS Sheet andBar 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 : NEW YORK'™ 4 The Plume & Atwood Mig. Co. Manufacturers of Sheet and Roll Brass, Wire, Rods, German Silver and Brass Goods In great variety. Factories Waterbury, Cona. Rolling Mill Thomaston, Conn. Branch Offices St. Louis and San Francisce ANTIMONY ‘*‘A. S. P.’*? Brand (English Star) C. W. Leavitt 2 Co., Agents New York Chicago SCOVILL MFG. CO. Manufacturers of BRASS, GERMAN SILVER, Sheets, Rolls, Wire, and Rods. Brass Shells, Cups, Hinges, Battons, Lamp Goods. Special Brass Goods to Order. Factories WATERBURY, CONN. Depots: NEW YORK CHICAGO BOSTON HenrySouther Engineering Co. ¥{HARTFORD, CONN. Consulting Chemists, Metallur- gists and Analysts. Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases. Arthur T. Rutter & Go, 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. THE BRIDGEPORT BRASS CO. BRIDGEPORT, CONN. Postal Telegraph Duiiting, Broadway and Murr. -» New York. 85-87 Pearl St., Boston, 17 N. 7th St., Philadelphia. MANUFACTURERS OF Brass SHEET AND TUBING Copper | WIRE Metal Goods made to order from Sheet, Rod, Wire and Tubing. PHOSPHOR-BRONZE GERMAN SILVER THE RIVERSIDE METAL Co. RIVERSIDE, N.J. THE IRON AGE New York, Thursday, December 17, 1908. A Heavy Strauss Bascule Bridge. Because of its size and the engineering problems in- volved in its erection the Chicago & Northwestern Rail- way bridge spanning the Chicago River at Kinzie street, Chicago, is a notable structure. The bridge is an un- usually compact design of the Strauss trunnion bascule type and is said to be not only the largest bridge of this design built, but also the heaviest double track, single leaf bascule bridge in the world. The length of the bascule is 170 ft. from the center of the trunnion to the center line of the front end floor beam, in addition to which there is a 25 ft. 9 in. deck plate girder span on the north. The bascule is swung from the east side of the stream, and the entire load of the leaf when moving is carried on two hollow 28-in. shafts or trunnions mount- ed on a skeleton tower at a hight of about 36 ft. above mean water level. The weight of the leaf is counter- balanced by a reinforced concrete block, which is cen- trally mounted on 12-in. pins in the tail end of the trusses and kept in position by a pair of braced links connected by 7-in. pins to the counterweight at one end and to the top of the trunnion tower at the other. The live load on the span is not carried on the trunnions, but on two independent supports 26 ft. in front of it. The bridge is.operated by two struts, pin connected fo the top chord and having racks meshing with pinions located on the top of the tower. These pinions are driven by a pair of 50-hp. electric motors, acting through two sets of gears, synchronized by a spur gear equalizer. Two sources of 500-volt direct current are provided; also an air motor and hand power drive, the great importance of the structure rendering it necessary to absolutely eliminate the possibility of failure of the operating mechanism. The two motors are provided with solenoid brakes and there is also a hand brake and an auto- matic emergency brake, which is both a hand and power brake. This brake is set automatically by the bridge it- self when it reaches a certain limiting position. The machinery is controlled from the operator’s house, which is of reinforced concrete and is located at the level of the top chord of the leaf. The usual standard electrical equipment of controllers, switchboard, signals, &c., is provided. The locking mechanism includes a front support for taking live load off the trunnions and a truss lock at the rest pier end. These are driven by a 3-hp. lock motor located at the center of the leaf, and the mechanism is such as to automatically cut out the motor when the parts reach their operative positions. The rail joints are mitered and are self-locking. The trunnion pier is carried 115 ft. to solid rock, and the rest pier is founded on piles. The counterweight Open Position of the Chicago & Northwestern Railwav’s Bridge. weighs 1200 tons, and the bridge is so exactly balanced that no excess of power is required in opening or closing. The time of opening or closing the bridge is 1 min., which is accomplished with an average expenditure of about The Double Track Single Leaf Strauss Bascule Bridge for the Chicago & Northwestern Railway Over the Chicago River. on uae opening tiliienite < ee 1780 40 hp. The approximate number of openings per month is 1000 and the number of trains 260 per day. The open- ing or closing is accomplished in 1 min. The bridge is an interesting example of heavy con- struction as applied to moving bridges, and notwitb- standing the heavy traffic sustained the entire work of removing the old structure and erecting the new one was completed without interrupting either the river or rail traffic, except for a few hours while the old bridge was floated out of the way to allow the new bridge to be lowered. The work was carried out under the direction of E. C. Carter, chief engineer. W. H. Finley, assistant chief engineer, had general charge of the work in the office and field. The plans of the substructure were made under the direction of I. F. Stern, engineer of bridges. W. C. Curtis was resident engineer. The Great Lakes Dredging & Dock Company built the substructure and the Toledo Massillon Bridge Company was the gen- eral contractor for the superstructure, the erection being sublet to the Kelley Atkinson Construction Company. The Strauss Bascule & Concrete Bridge Company fur- nished the design and the general plans and specifications for the superstructure. — »+e—______ A Carlin Direct Driven Lever Shear. The special feature of the lever shear illustrated is that it is direct driven from a crank on the driving shaft without the use of intermediate gears, which permits of THE IRON AGE December 17, 1908 river with an American flag attached to it the boats in the river blew their whistles in salute, and flags were unfurled on the towers of all the bridges. The 37,888 wires composing the four cables, aggregating a total length of 24,000 miles, were strung in just four months, and only six months have elapsed since the work of building the foot bridges for the workers was begun, which establishes a new record in bridge building. The 87 strands of each cable are now being bound together and then will be forced into cylindrical shape by hy- draulic pressure. After this work has been finished the construction of the steel suspenders, braces and road- ways will begin. The entire superstructure of this, the greatest and largest of suspension bridges, it is expect- ed, will be completed in about 12 months. Those who witnessed the ceremony Thursday, besides the Mayor and Bridge Commissioner Stevenson, were the engineers of the Bridge Department, President Frank B. Robinson of the Carbon Steel Company, which furnished the wire, and officers of the Glyndon Contracting Company, which per- formed the work of stringing the cables. _——— The Rivers and Harbors Convention. The National Rivers and Harbors Congress, which met in Washington last week, re-elected Joseph E. Rans- dell of Lake Providence, La., president, and J. F. Ellison of Cincinnati, treasurer and secretary. The 38 directors were re-elected. Forty-four vice-presidents, one from The Carlin No. 39 Lever Shear with the Crank on the Driving Shaft. less parts and increases the number of the cuts per min- ute for a given driving pulley speed. This is a new shear, known as No. 39, recently added to the line of machinery built by the Thomas Carlin’s Sons Company, 1600 River avenue, N. §S., Pittsburgh, Pa., builder of shears and grinding pans for iron and steel works, con- tractors’ equipment, &c. The shear is especially adapted to cutting busheling scrap, &c., up to 1% in. square, of soft steel, at a speed of from 70 to 80 cuts per minute. The bed plate, lever, flywheel, pulleys, &c., are of cast iron; the crankshaft is of cast steel, designed for long and continuous service, and the lever and pitman pins are of hammered steel. The knives are 18 in. long, and the approximate weight of the machine is 6400 lb. The shear shown is of the belted type, but can be furnished also for either engine or motor drive. —_—_9-+e——__—_—_ Manhattan Bridge Cable Stringing Completed.— On December 10 the last wire of the north cable was strung on the Manhattan Bridge, New York, and com- pleted the work of laying the wires of the four huge cables which are to support the structure. A ceremony was made of the event. In the presence of & number of invited guests Mayor McClellan started the motor in the hauling plant at the Brooklyn end of the bridge, drawing the sheave carrying the galvanized steel wire across the bridge on its last trip. As the sheave traveled across the each State represented, were elected by State delegations. The resolutions adopted by the convention provide, first, for a bond issue of $500,000,000 for the improvement of the interior waterways of the United States, to be issued on the same lines as those of the Panama Canal bonds, the money to be available when necessity de- mands ; second, they call upon the Congress of the United States for immediate action in the way of appropriations to complete certain work already begun and to inaugurate new work as recommended by the board of army en- gineers; third, they demand a liberal appropriation for continuing contracts on rivers and harbors during the present session of Congress. The resolutions further empowered the appointment of a committee to draft bills for introduction, first, to provide for a $500,000,000 bond issue, and, second, for a commission to study waterways conditions abroad in or- der that the best waterway improvements of foreign countries may be used by the United States in its treat- ment of its own waterways. Individual projects were discussed at great length, but it was finally agreed that it was best to have a policy first and the projects after- ward. ————— +@~+-e—___—_. Anna Furnace of the Struthers Furnace Company, Struthers, Ohio, now out of blast for relining and re- pairs, will likely start up about January 1. Decemoer 17, 19038 Milling Automobile Cylinders. Endeavor to build high grade automobiles to sell at moderate price has brought to machine tool builders numerous problems in the way of cheaply producing automobile parts in quantities. A complication is that Fig. 1.—An Ingersoll 'Three-Head Milling Mechine Finishing an Automobile Engine Twin Cylinder at One Setting. the machines must not be of such a special nature that they cannot allow for changes in the design of the en- gines and transmissions. In other words, they must have a wide range of adaptability so that they will not have to be discarded when the design of the parts they produce is modified. A machine of this character is the three- head milling machine, made by the Ingersoll Milling Machine Company, Rockford, Ill, one of which is shown Fig. 2.—View from the Opposite Side, Showing the Other Faces l‘inished. in the illustrations finishing automobile cylinders. It is adapted for the milling of cylinders, engine bases, crank cases, transmission cases and smaller parts. The example of work shown is a job especially suita- ble for a machine of this class, as it gives opportunity for employing all heads at once. The milled surfaces may be plainly seen in the illustrations. Although but one jig is shown, the universal practice is to have as many as the table will hold. The jigs are simple, yet are designed to facilitate the handling and setting of the cylinders as much as possible. With properly designed THE IRON AGE 1781 jigs the machine is capable of milling over 50 twin cylin- ders of the type shown in 10 hr., producing good finished surfaces. The machine is driven by a 15-hp. motor and weighs about 18,000 lb. A number of them are now used by manufacturers of automobiles and automobile engines. —_————_-- oe ——————_—_ A Colossal Roller Thrust Bearing. Antifriction bearings in one form or another have done much to increase the economy of operating ma- chines of various kinds, but nowhere has their applica- tion been carried out so completely as in automobiles. In nearly all places where formerly plain types of bear- ings were used in automobiles there are now substituted ball or roller bearings. Appreciation of this fact leads one to conjecture to what extent they may not ultimately find their way into other fields. They are now available in a wide variety of kinds and sizes, ranging in price from 2 cents to $7500 for a single bearing, and capable of carrying loads from a few ounces, running at 30,000 rey. per min., to loads of 1,500,000 Ib. at 100 rev. per min. and 250,000 Ib. at 500 rev. per min. What is said to be the largest antifriction thrust bearing ever made is over 4 ft. diameter, weighs nearly 4 tons and carries a load of 1,500,000 Ib., or 750 tons, at 100 rey. per min., and was made by the Standard Roller Bearing Company, Philadelphia, Pa. Its unusual capac- ity may be better realized when it is stated that it sup- ports a weight equivalent to an ordinary office building of seven stories, weighing 750 tons, or a three-masted coasting schooner of the same burden; if piled one above another, it could uphold a coal train of from 35 to 40 cars, averaging 20 tons of coal to the car; were it pos- sible to mass them in the proper formation, it would carry the weight of 10 regiments of infantry, composed of men averaging 150 Ib. each, or the combined weight of a procession of 600 automobiles of ordinary size, 2500 Ib. each. —_3--e——_ — Submarine Boat Contracts Awarded. Two of the submarine boats authorized at the last session of Congress are to be constructed at one of the Government navy yards, if satisfactory arrangements as to shoprights for construction with one or more of the submarine boat companies can be made. This is a new departure in naval construction. The remaining six authorized by Congress will be built by private firms. The successful bidders for these six boats, contracts for which were awarded December 10, were as follows: The Electric Boat Company, two vessels at $450,450 each, and two vessels at $438,900 each, all four vessels to be delivered on the Pacific Coast. The Lake Torpedo Boat Company, one vessel at $410,- 000, to be delivered on the Atlantic Coast. This vessel will be constructed by the Newport News Shipbuilding Company. The American Laurenti Company, one vessel at $437,- 500, to be delivered on the Atlantic Coast, and to be constructed by the William Cramp & Sons Ship & En- gine Building Company, Philadelphia. Last February the Navy Department awarded a con- tract to the Lake Torpedo Boat Company for the con- struction of a submarine. The various parts have been assembled and the boat will be constructed by the New- port News Shipbuilding Company. ———»-o___ The Cleveland Foundrymen’s Association.—The an- nual meeting was held December 11. The reports of the treasurer and secretary showed the organization in good condition. Secretary Frankel said in his report that the output the past year of the foundries belonging to the association, which include only those that make heavy castings, had been barely 40 per cent. of the output ii the preceding year. The question of proposed changes in the tariff was discussed, but no action was taken. The old officers were re-elected as follows: W. C. Bruce, Bow- ler Foundry Company, president; O. A. Saeltzer, Loew Mfg. Company, vice-president; C. J. Snow, MacBeth Iron Company, treasurer, and Philip Frankel, secretary. ne age 1782 The Continuous Sheet Mill Patents. The Decision in the Donner-Bray Infringement Case. In the United States Circuit Court of Appeals for the Third Circuit. No. 31, October term, 1908. Percy E. Donner vs. the American Sheet & Tin Plate Company. Before Gray and Bailington, circuit judges, and Cross, district judge. Buflingion, circuit judge. Filed November 20, 1908. In the court below, Percy E. Donner, assignee of patent No. 620,541, granted February 28, 1899, to W. H. Donner for rolling black plate, filed a bill charging in- fringement against the American Sheet & Tin Plate Com- pany. In an opinion reported at 160 Fed. Rep. 971, that court held the fourth claim thereof valid and infringed. From a decree in pursuance thereof the latter company appealed to this court. The General Practice of Sheet Rolling Described. This patent concerns sheet rolling mills. In such mills the general and almost universal practice, both prior to this patent and since, was and is, as recited in the patent, as follows: ‘“‘To feed the bars through a set of two-high rolls and then return them over their tops for the next pass, the screws of the rolls being succes- sively adjusted to bring the rolls closer together for each pass. This operation is continued until the iron is too cold to roll, when the packs are returned to the furnace, and, being reheated, are then give a second series of re- ductions until they are rolled sufficiently long for doub- ling, when they are doubled and returned to the furnace, these operations being continued until the desired gauge is obtained.” The succeeding stages of the operation need not be detailed. The object the patentee had in view is stated in the specification as follows: The object of my invention is to provide a plant and method of working the metal whereby the time and labor consumed in passing the metal back over the rolls is ob- viated and the iron reduced more rapidly and without chang- ing the adjustments of the rolls, and to obtain a continuous plant wherein the various sets of rolls are maintained at substantially thé same temperature by reason of the metal passing therethrough in a continuous or regular manner, thus giving more accurate sheets and reducing the liability of breaking the rolls. It should here be stated that after the sheets are re- duced in gauge by rolling back and forth four times, which is the customary number of initial passes, they are laid one upon the other to form packs. This process is called matching and is an intermediate operation in sheet rolling. The entire operation of sheet rolling, in- cluding the preliminary rolling of individual sheets and the subsequent rolling of packs, Donner sought to accom- plish by a continuous mill, which is one where the entire process of rolling goes forward continuously and without subjecting the sheets to any return over the rolls, so that they may repass through them. Complainant’s expert tersely defines a continuous mill as a “plant wherein a separate set of reducing rolls is employed for each reduc- tion.” By this process it will be seen there is no adjust- ment of the rolls for the several passages as in the old process, but a single adjustment takes place for the single passage which alone is made through each stand of rolls. The advantage incident to a use of a continuous mill the patentee thus enumerated : The advantages of my invention will be apparent to those skilled in the art, since the labor and time of reducing the metal are greatly decreased, a greater number of reductions can be given before reheating the pack and the number of workmen is materially reduced. Since I use one pair of rolls for each reduction instead of making several reduc- tions on one mill, the reductions are more uniform and accu- rate than where the adjustments are being continually changed. The adjustments of the tension of the rolls which regulates these reductions are made easy for an un- skilled workman, whereas the adjustment by the ordinary method heretofore used requires the close attention of a skilled roller. The packs being fed to the rolls in a con- tinuous and regular manner, the rolls are kept at a sub- stantially uniform temperature, and hence at about the same contour or shape, giving more accurate sheets than THE IRON AGE December 17, 1908 formerly and avoiding breakage of the rolls by reason of contracting and expanding thereof. The Donner Mill. The patentee’s particular form of mill, shown in the accompanying cut, consisted, in so far as is now pertinent to note, of four sets of two-high rolls set tandem, with feed tables or conveyors between each set. At a suffi- cient distance from the last of the four sets, to allow matching of the sheets, which individually had had the four customary passes, two additional sets of two-high rolls were set tandem. The process up to and including the operation of the last two sets of rolls is thus de- scribed : In the drawings A represents a heating furnace hav- ing chambers in which the bars are heated. This furnace may be provided with one or as many chambers as de- sired. When the bars are brought to the proper heat in this furnace they are taken to a continuous mill D, con- sisting of several sets of two-high rolls..of which I have oO >>> me . ee The Donner Continuous Sheet Mill. shown six sets arranged in tandem, numbered, respec- tively, 5, 6, 7, 8, 9 and 10, each set of rolls being provided with a feed table or conveyor 11, which is shown as con- sisting of a series of sprocket chains passing over posi- tively driven sprocket wheels at their ends, though other forms of positively driven feed tables may be employed if desired. I have shown the sprocket wheels at one end of the feed table chains as mounted upon a shaft having bevel gear connections with a shaft, 28, extending along- side the continuous mill, though these chains may be driven by any other desired mechanism. The metal being placed upon the first feed table, passes through the set of rolls 5, and being reduced there- in, merges upon the second feed table, which carries it to the rolls 6, in which it receives a further reduction, and thence passes on in a similar manner through the sets of rolls 7 and 8. The next set of rolls, 9, is spaced a suf- ficient distance from the set 8, so that the plates may be matched at this point if desired, the feed table between rolls 8 and 9 being correspondingly lengthened for this purpose. To stop the plates upon the table between the rolls 8 and 9, I show tilting fingers, arranged between the chains near the end of this table and arranged to be swung into upper position to stop the metal or into low- ered inoperative position by a lever 30. From roll 9 the metal passes through set 10, and on emerging from this set of rolls the metal, which has now been reduced to a suitable gauge for doubling emerges upon a feed table 12. Upon this device, claim four, which reads as follows: “In a plant for rolling black plate, a continuous train in which two of the sets of rolls are sufficiently removed from each other to allow the bars or sheets to be matched between said sets of rolls, substantially as described,” was granted. The proofs in this case satisfy us of the great advantages and desirability of the continuous roll- ing of sheets, but they equally satisfy us that this pat- entee neither disclosed anything novel in his patent nor showed successfully means of a continuous sheet rolling. The Howell Mill Antedates the Donner Mill. The continuous mill of Howell, described and illus- trated in The Iron Age of August 13, 1891, embodied a device containing all the elements of Donner’s fourth claim. In this publication was a horizontal section which showed four sets of two-high rolls, which Howell called a blooming mill. Two of these sets were each mounted in separate, parallel, reverse tandem form. The pub- lished description of Howell’s process is as follows: December 17, 1go&8 With the object of eliminating the item of cost by skilled tabor, Mr. Howell proposed a continuous train with its blooming mill, which would be in charge of one skilled man, the other help needed being common labor. In the blooming mill the slab or ingot is taken from the furnace and is passed through the first set of rolls, and is put back through a second set, receiving two reductions for each movement until reduced to 14-in. thickness. It then goes to the shears, is cut and packed, and at the same heat is taken to the con- tinuous train oh a buggy. The train is built in detachment, so as to have control of the speed of the several groups, the strip to leave one set of rolls at about the same time it enters the next in order to avoid the complications often incident to continuous mills. The entire system of rolls is in one plane and there is no lifting of the piece, and only the lateral movement of it from the first to the second set of rolls of the blooming train. The blooming and continuous trains are placed in close proximity. The six engines re- quired from this method would not be costly, since the train may be made to run at one-half or one-third of the speed of the engine. . The trouble in gearing a continuous train from one en- gine has been that the speed of each pair of rolls cannot be changed at will to accommodate the stretch of the piece. By having the rolls detached in groups, the engines may be speeded to suit the elongation of the strip. With this train strips of suitable widths for making cans may be rolled in iong lengths and coiled, instead of boxing them. While the cost of skilled labor alone on a tin sheet mill by present methods is $12 for No. 30 W. G., Mr. Howell estimates the cost of this method at not more than $2. From this will be seen that roll No. 1 is a two-high stand through which the sheet passes once, goes forward to rolls No. 2, and passes once. From No. 2 stand the sheet is passed laterally to stand No. 3, through which the sheet passes once and goes forward to rolls No. 4, which it passes once. This is the forward process char- acteristic of a continuous mill. There is no return or passes of the sheet a second time through the same stand of rolls, and consequently no readjustment of the rolls to make a thinner gauge. This is not only clear from the diagram, but as the article says, “‘ The entire system of rolls is in one plane and there is no lifting of the piece, and only the lateral movement of it from the first to the second set of rolls of the blooming train.” After receiving the customary four passes the sheet is reduced to a size suitable for matching, and Howell’s plan showed space where such matching could be done before the metal passed in pack form through the other rolls of his continuous mill. From this it will be seen that each element of Donner’s fourth claim was present in Howell’s device, namely, a continuous mill, two sets of rolls, sufficient space between the sets to permit match- ing. Howell’s device, if used after Donner’s patent, vould clearly infringe the fourth claim,.and being earlier it as clearly anticipates. Moreover, as stated above, the proofs satisfy us that the patent in suit disclosed no prac- tical method by which sheets could be successfully rolled in a continuous mill. It is true the specifications claimed sundry advantages would result from the use of a con- tinuous mill, but the patentee disclosed no means by which these results could be secured and the use of con- tinuous mills has shown such predicted results did not follow. Why Packs Stick When Rolled on a Continuous Mill, The proof is that in continuous rolling the packs stick and produce scrap to such a degree as to make such roll- ing commercial unsuccessful. Cronemeyer, a sheet man- ufacturer of great experience, says: We always knew that packs of sheets could be rolled in a continuous mill, but the question was not whether we could roll it but whether we could bring out the product economically. The trouble with us always was to get out a product that wouldn’t stick. We have had the theory in that respect all right for a long time, but in practice it won’t work out. It is the continuous rolling of the pack without creating too much scrap that has been the question which, as far as I know, no one yet solved to-day. Indeed, this is proved by complainant himself, who, in speaking of a mill of respondent’s alleged to use the patented process, says: “The scrap in the Monongahela continuous mill is very much in excess of that in the practice of the old-fashioned single stand mills. The difficulty of roll contour had to be contended with, and as it has taken more or less experimenting to determine just how the rolls of a continuous mill should be turned, THE IRON AGE 1783 there was much scrap produced through what you might Say were destroyed packs. I have seen numerous packs stick together so tight that they could not be opened and had to be sheared up as scrap.” Of the difficulties at- tending the use of a continuous mill, Cronemeyer says: We took packs of sheets and rolled them on the stands of rolls, which we had standing side by side, moving them from the first pair, second pair, third pair, and so on, and giving them a pass through the different sets of rolls. Then we brought out the finished pack and tried to open it—that is, tried to separate the sheets. We found that nearly all of them were so tightly stuck together, or nearly welded together, that we could not separate them. This circum- stance, we found, was due to the fact that the rolls in the different stands had a different contour, and that pressage was exerted on the sheets in the various places of the sheets, and also to the fact that we did not separate the sheets dur- ing the process of rolling, which is customary to do when we roll on the single stand mill, but which we knew could not be done if we would roll on a continuous mill. The effect would be an excessive amount of scrap and defective sheets, and the process would not be economical—that is, the advantages gained by the greater product which a con- tinuous mill.can put out would be largely offset by the amount of scrap. This roll contour difficulty at present is apparently a fundamental obstacle to successful continuous rolling. Cronemeyer thus explains: The surface of the rolls also, we may try to get them exactly, will always vary more or less, nevertheless, because the hot metal coming in contact with different rolls or with the different metal in these sets of rolls will cause different effects. In that way the one roll may have a slightly ele- vated portion, which does not exist in the next roll in the same place, and whenever these elevations exist the sheets will be pressed harder than in other places. The friction and consequently the heat is hotter in these places, and con- sequently the sheets will stick in the spots that have come in contact with such elevation in the second or third roll, while if they pass through the same roll the pressure on that same line of the sheet will always remain the same; but all of this is only a theory of mine which I could not positively prove, but the fact remains that sheets rolled in the man- ner described will stick closer together than in the or- dinary way. So also a very clear statement of the roll contour difficulty is given by Julian Kennedy, one of the foremost and most reliable of mill engineers in the profession. who says: Professor Langley, in his answers to Q. 9, points out some of the difficulties in rolling tin plate, the most impor- tant one being the difficulties incident to maintaining the rolls at a proper heat so as to preserve their cylindrical form. He speaks of the rolls being turned up slightly con- cave, so that when in regular work the center of the roll will become somewhat warmer than the ends, the roll will acquire as nearly as possible a truly cylindrical form; and claims in general that by using tandem mills the rolls can be kept in a more uniform condition than where the rolling is done on a single stand of rolls. Unfortunately, in practice this does not work out, for the simple reason that in the use of a single stand of rolls it is possible for a certain error in contour to exist without doing very much harm, whereas in the pack as it nears finishing has one pass through a pair of rolls which is either too hollow or too convex, and the next pass through a perfect pair of rolls, very much beavier pressures will be set up in this latter pass, either on the edges or the center of the pack, as the case may be, than would be the case if the pack was sent a second time through the first pair of rolls. In other words. if a pair of rolls be, for example, slightly too much convex and a pack be put through these rolls several times in suc- cession, screwing down on the roll each time, there will be manifestly much less tendency to extreme local pressure than there would be where one pass of the pack is through such convex rolls and the next pass through a truly cylin- drical pair of rolls. If we take the case of one pair of rolls convex and the next succeeding pair of rolls concave, this bad action is very much intensified, so that with a given error the contour of one set of rolls and an opposite error in the succeeding one— that is, one convex. and one concave—the abnormal pressure developed in certain parts of the pack and the tendency to- ward sticking and buckling incident thereto will be much greater than in the case where a single pair of rolls is used, even if the error in their contour were two or three times as great as in the case of the tandem rolls. Again he states that with a single pair of rolls it is necessary for the roller to watch carefully and so manipulate the rolls as to keep their contour as nearly correct as possible, which in some cases involves allowing the rolls to cool slightly by slowing the operation of the mill. In the case eee 784 of tandem rolls, it often happens that one set of rolls should be cooled a little in order to correct its contour, while the succeeding set of rolls should be warmed up a little, or vice versa. For this reason, while sheet mill men have never doubted that it would be possible to roll packs on different sets of rolls in succession, they have been doubtful as to whether the well-known advantages of increase in output and lightening of manual labor would compensate for the increased amount of scrap and wasters produced by giving each pass in the reduction of a pack in an independent set of rolls; and my observation and all the information that I can gather tell me that up to the present all experimenting which has been done in this direction has not overcome this trouble to the extent of saving more cost due to the more rapid work and less labor as it lost owing to increase stick- ing and buckling of the plate. Kennedy sums up his conclusions by saying: “It is my understanding that they have not as yet been able to show any commercial advantage in the use of these mills over that obtained by the use of the older style of mills where the pack rolling is done by a single stand.” The Proper Roll Contour Not Solved. Moreover, it is to be noted that the patentee in his specification as heretofore quoted claimed that proper roll contour was secured by the uniform temperature in- cident to the use of a continuous mill. In that respect his specification says: “The pack being fed to the rolls in a continuous and regular manner, the rolls are kept at a substantially uniform temperature, and hence at about the same contour or shape, giving more accurate sheets than formerly and avoiding breakage of the rolls by reason of contracting and expanding thereof.” But this statement disclosed nothing new, for in his prior pat- ent No. 615,535, Donner had made substantially the same statement. There, speaking with reference to the irreg- ular temperature and roll contour and of the effect of rolling the packs in a continuous mill, he said: My invention overcomes these difficulties, and it con- sists in roughing in one mill and then passing the metal packs in a regular or continuous manner through a finishing mill or mills, so that the finishing rolls will be continuously maintained at about the same temperature. It also consists in passing the metal continuously or regularly through the roughing rolls, thus maintaining these rolls continuously at the same temperature, as well as in passing the metal sin- ultaneously or continuously through both roughing and finishing rolls. Now concededly the patent gives no instructions what- ever upon the contour of the rolls or how they should be turned to get good results, and when complainant was inquired of on that point his only answer was: “I think any one skilled in the art would appreciate the fact that some experimenting along this line would be necessary in actual practice in order to determine the exact amount of concavity in various sets of rolls to produce the finest possible results.” Taking this as the best and strongest answer that can be made of the statutory requirement that the patentee shall make a written description of his invention or dis- covery, “in such full, clear and exact terms as to enable any person skilled in the art to make, construct and use the same,” we are of the opinion in the face of strong and uncontradicted proof of those skilled in the art that the problem of roll contour has not been solved, that the disclosures of this patent are not of the practical and useful character the law makes the consideration for the grant of a patent monopoly. The evidence satisfies us the problem of continuous sheet rolling was neither solved nor disclosed by this patent, and that to sustain this patent would not be to reward invention, but to block further experiment and de- velopment, for here, as was said in Deering vs. Harvester Works, 155 U. S. 286, “In view, not only of the prior devices, but of the fact that his invention was of doubtful utility and never went into practical use, the construction claimed would operate to the discouragement rather than the promotion of inventive talent.” This patent has left no impress.on the art; the pat- entee nor those under him have built and operated such mill and proved its utility. While the respondent has constructed two continuous sheet mills, one has ceased operations and the other, while improved by important devices outside the elements of this claim, is evidently experimental in character in that its use emphasizes the THE IRON AGE December 17, 1908 failures and defects of Donner’s device, which has left no impress on an art which still continues in sheet roll- ing to employ the methods of the old practice. In accord, therefore, with the views expressed above, we hold the fourth claim invalid, the decree below be reversed and the case remanded with instructions to dismiss the bill. +e Foundrymen Act on Pig Iron and Coke Shortages. At a monthly meeting of the New England Foundry- men’s Association at the Exchange Club, Boston, Decem- ber 9, recommendations were adopted as a result of the report of the Committee on Shortages in Shipments of Pig Iron and Coke, as follows: Pig Iron : We recommend the suggestion of transportation companies—that buyers contract for their iron f.o.b. delivering points. Coke: We recommend in view of the fact that the principal carriers and shippers of coke agree to the above conditions (see printed report of the committee), that the consignee who wishes to insure himself against loss should have the material weighed on the railroad scales nearest destination, cars to be thoroughly cleaned cut, and empty car weighed for the actual tare. Upon shortage being found, claim should be made on the delivering railroad for the amount of excess freight charged, and on the shippe r for the coke. The secretary was instructed to send to each member of the association and nonmembers among the foundries interested a recommendations, urging ¢o- operation in their adoption. The question of the tariff on pig iron was brought to the attention of the meeting, and it was voted that the entire matter be placed in the hands of a committee of five to investigate and report at the next meeting. Charles T. Colvin, Colvin Foundry Company, Providence, R. I., was made chairman of the committee. After dinner Walter M. Saunders, Saunders & Franklin, Providence, gave a very interesting talk on the manufacture of coke, illustrated by stereopticon views. It was announéed that the annual meeting of the association will be held Jan- uary 13. An entertainment will be provided and several prominent men will be included in the list of speakers. copy of the ——_~+e—___ Advances in Freight Rates January 1. A Washington dispatch of December 10 announced that on January 1 westbound transcontinental rates would be increased 10 per cent., while the same rates from West to East would be raised 18 per cent. Eastern railroad officials said that the increases as announced applied only to shipments between Chicago and the Pa- cific Coast, and that nothing definite would be done about the proposition to increase rates in the East until after the first of the year. On December 12 dispatches from Washington stated that on January 1 an average in- crease of 10 per cent. would take place on freight rates from the Atlantic Coast to the Pacific. It was given out after the meeting of presidents of Eastern roads lasi summer that three roads at least had decided to join the movement for a 10 per cent. increase, Recently associa- tions of shippers have asked for conferences with rail- road officers relative to the proposed increases, but in one case it was replied that the entire matter was in such uncertainty that a conference was not warranted. The secrecy which attends the movement for advances is not understood or relished by shippers. ——_ +o —____. The Supreme Court of the District of Columbia de- cided December 11 that an employee of a railroad in- jured in the service of the company cannot barter away his rights under the employer’s liability act by signing a contract that he was to receive only a certain amount as damages in the event of injury occurring to him in the course of employment. This decision was made in the case of a brakeman who was injured and sued for $10,000 damages. The court holds that the supposition is that the employee assents to the contract under the stress of his situation by reason of his necessity to secure employment. December 17, 1g08 THE IRON AGE 178 The Northern Type S Electric Motor. A reversible, variable speed motor was the object sought in designing the new type S motor built by the Northern Electrical Mfg. Company, Madison, Wis. The method of obtaining variable speed is that of field control used in earlier of the company’s machines, of which the motor with a 4-to-1 range of speeds brought out in 1903 was the pioneer. To make such a motor reversible, how Rig, 1—Fually Inelosed Type S Variable Speed Reversible Motor Made by the Northern Electrical Mfg. Company, Madison, Wis. ever, required means for eliminating the sparking that occurs in an ordinary motor when reversed unless the brushes are shifted to avoid it. The device as finally hit upon to prevent sparking is interesting for its simplicity, because it avoids extra windings or additional poles, the sole function of which is to correct the distorted lines of force in the magnetic field. Briefly, the aim has been to increase the ease with which the desired lines of force through the field poles may be estadlished and to obstruct the undesirable lines of force set up by the armature Fig. 2.—The Field of the Type S Motor, Showing Laminated Construction. windings. An air space being the most effective hind- rance to the setting up of lines of force, the required end was attained by dividing the field poles through their cen- tral radial planes, It is claimed that the practical results from this construction in the accomplishment of sparkless commutation have exceeded the expectations of the designers, Fig. 1 shows the general appearance of the motor com- plete: Fig. 2 is a view of the assembled field magnets and frame before the insertion of the field winding, and cn Fig. 3 shows a motor of this construction incorporated in a grinder or buffer, the extended shaft of the motor form- ing the spindle for carrying the wheels, The field as may be seen in Fig. 2 is made of lam- inated soft sheet steel stampings which furnish a material excellently adapted to the purpose. The advantage of steel laminated construction is appreciated as witnessed in its use in the construction of almost all motor arma- tures at present. When used in the field as well as in the armature it enables the motor to be made smaller as a Whole, since the better magnetic qualities of sheet steel, as compared with either cast iron or cast steel, enables the cross section of the magnetic paths to be sinaller for a given magnetic reluctance. There are also eliminated the blowholes and other defects which may enter into cast materials. Also as the laminated con- struction prevents eddy currents being set up in the pole faces, there is Jess waste of energy from this source which manifests itself in the form of heat, consequently the motor when made fully inclosed as shown in Fig. 1 Fig. 5.—A Grinder ond Buffer Embodying the Type S Motor nay be run with almost as great a load as when opened to air currents through the holes in the bonnet. In fact, the only difference between the inclosed and open types in which this motor is built is the placing of a band around the openings in the bonnet which covers the brushes and commutator, The thinner section of the field und the greater surface afforded by the recesses in the poles also helps in the dissipation of heat created within the machine, which is another reason for the company’s claim that the power rating for the inclosed type of this motor is more nearly that for the open type than that of any other design of motor. While particularly intended for use where variable and reversible speeds are required as in the driving of inachine tools, the motor is also excellently adapted for constant speed work, and t