The Iron Age 1909-03-11: Vol 83 Iss 10

THE(.. RON AGE Published every ceo rg David Williams Co. 14-16 Park Place, New York. Vol. 83: No. ro. New York, Thursday, March 11, 1909. $5.00 0, Yeas, inctading Postage Reading Matter Contents. page 867 Alphabetical index to Advertisers ‘“‘ 182 Classified List of Advertisers - 172 Advertising and Subscription Rates ‘‘ 877 REED F. BLAIR & CO. PRICK BUILDING, PITTSBURG, PA. STANDARD CONNELSVILLE COKE FURNACE CRUSHED The original and only Genuine ” Za 3,329, 756 ae By j Country Newspaper Circulation Z Z Allowing 8 readers}to the“family, it totals over uestentinai 10 millions of readers—}é!the population of the & — Ww C7 U. 8. This is only one of our advertising 8 WALWORTH ! MFG. CO., Boston, U. S. A. * which helps to make up our broadeld de And bears their registered Trade-Mark fire, and creates a demand for U. M. OC. Shells y ; and Cartridges even to the pach webae store. dee aetcaa tian ceed heahencaeeceereeen ‘We create the demand. You stock up. BRISTOL’S PATENT STEEL BELT LACING 4 America’s Standard Ammunition PA The Union Metallic Cartridge Co., Bridgeport, Conn. Agency 8138 Broadway, New York WATER TUBE O64e Babcock @ Wilcox Co., READY TO APPLY FINISHED JOINT The Bristol Company, Waterbury, Conn. BOILERS Senanin nt 85 a ae A Most Difficult Problem To manufacture horseshoe nails stiff enough to drive into the hardest hoof without crimping—Flexible enough to clinch without breaking—Tough and strong enough to hold the shoe under the TURNBUCKLES tremendous strains and wear in service. ee SOLVED BY “CAPEWELL” NAILS TURN BUCHEIEES ueaeES, Epes. ; Noo Tene Net. MADE BY Se ae THE CAPEWELL HORSE NAIL COMPANY Low Phosphorous Pig. Hartford, Conn., U. S. A. 2 & Crane ing, Phila. «sa! The Largest Manufacturers of Horseshoe Nails in the World elie erate onan Building, New York. UFIIN *: yew ees JenKins Bros. Valves RULES have the favor of engineers because they are the easiest to keep tight MERICA and Made of new steam metal of best quality. Interchangeable parts. Con- roi“ Best in THE WORLD tain genuine Jenkins Discs—either Hard, for steam and hot water use; or THE LUFKIN RULE.OO, Saginow Dien. ¢ v. a Soft, for cold water, air or gas. May we send you Catalog? New Y: ork London, En; : JENKINS BROS., New York, Boston, Philadelphia, Chicago It is a serious mistake to 2 a poor roof on a good buil MF “Swodoh”” Gold Rolled Steel un Drawing » Stamping THB AMERICAN TUBE & STAMPING COMPANY 32 Pounds Coating (Water and Rail Delivery) Baipexrorr, Conn. PAGE E24 ROOFING TIN Sud Qaet merits confidence. _ MAGNOLIA ,,tér0n METAL AMERICAN The Standard Babbitt of the World } SHEET AND TIN PLATE q COMPANY — Babbitt Line. Frick Building, Pittsburgh, Pa. . MAGNOLIA METAL CO, See our ad on page 16 New York: #15 Bank St. Chicago: Fisher Building. Montreal: 31 St. Nicholas St. THE IRON AGE BRASS}"*,. COPPERS**. GERMAN =e, SILVER LOW BRASS, SHEET BRONZE, SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND BRONZE TUBING: : : « + en Waterbury Brass Co. WATERBURY, CONN. 99 John St. New York. Providence, R. t. Bridgeport Deoxidized Bronze & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze Capen Yellow Brass and Alumi- um Castings, large and small The highest standard of quality Is altalned and maintained in FOLLANSBEE STEEL SHEETS FOR DEEP STAMPING DRAWING WIRE AND SPINNING ENAMELING AN NICKELING FURNITURE D AUTOMOBILE SHEETS Bright Gharcoal in Plate 20F THE Highest Grade MADE BY FOLLANSBEE BROTHERS COMPANY PITTSBURGH Matthiessen & Hegeler Zinc Co. La Salle, Illinois SMELTERS OF SPELTER AND MANUFACTURERS SHEET ZINC AND SULPHURIC ACID Special Sizes of Zine cut to order, Rolled Battery Plates Selected Plates for Etchers and Lithographers’ use. Selected Sheets for Paper and Oard Makers’ use Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY GERMAN SILVER w In Sheet, Wire, Rods, Blanks and Shells NICKEL ANODES BRASS, BRONZE, COPPER in all forms THE SEYMOUR MFG. CO., Seymour, Conn. po HENDRICKS BROTHERS SheetanaBarCopper,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 ~~ The Plume & Atwood Mfg, Co, Mannufaeturers of and Roll Brass, Wire, =a yar Silver and Brass Goods in great variety Rolling Mill Thomaston, Conn, Factories Waterbury, Conn. Branch Offices Chicago St. Leuis and San Francisee ANTIMONY ‘*A. S. P.”* Brand (English Star) Cc. W. Leavitt Ls Co., Agents New York SCOVILL MFG. CO. Manufacturers 0: BRASS, GERMAN SILVER, ae Brass Shells, Cups, Hio Buttons, Lamp jin Special Brass Goods to Order Factories WATERBURY, CONN. Depots ; NEW YORK CHICAGO BOSTON HenrySouther Engineering Co. Sevistiataes Wiidhatenn eabiiiedl gists and Analysts. susan tales eee Expert Testimony in Court and Patent Cases. Arthur T. Rutter & Oo, 256 Broadway, NEW YORK. Small tabing in Brass, Copper, Alaminum, German Silver, &ec. 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 Se —~ Sesevey an 85-87 Peart cart 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 auipie gee ha a ah ce oe = THE IRON AGE New York, Thursday, March II, 1909. RAIL, MILL ELECTRIC MOTORS AT GARY, IND." Features of an_Unparalleled Installation—A Calculation of Time and Horse Power for Each Pass. BY B. BR. SHOVER. Of the Gary plant, as planned, the slip and docks are complete; one-half of the ore yard and its machinery, including the ore bins, is finished; also one group of blast furnaces—of which three are in blast—with its comple ment of blowing engines and gas-washing plant, and the central pumping station. The pig-casting machines have all been in operation for some time. Four more blast fur- naces, with their auxiliary buildings, are about 75 per cent. completed. The No. 3 electric power station and storage-battery are ready for operation; the turbines in No. 2 power station have been in operation since July, 1908, and the remainder of the station is rapidly being completed. One-half of one open hearth plant, which consists of 28 60-ton furnaces, is in operation, a second plant is practically complete, and foundations are ready for a third. The entire shop group has been in operation for more than a year. The rail mill has been tried out. Most of the machinery has been installed in the billet mills. The foundations are laid and part of the struc- tural material of the merchant mills is already erected. In the part of the works now complete there are in- stalled 110 electric traveling cranes with an aggregate lifting capacity of 3812 tons. The capacity is 22,025 hp. in direct current and 5312 hp. in 440-volt alternating current. Of 6600-volt alternating current motors, 27,000 hp. have already been operated. About an equal aggre- gate number of horsepower will be required for the op- eration of that part of the plant now under construction, and still more for parts which are at present being designed. Electric Power Station and Equipment. For the electric power station it is intended to use the gas available from eight blast furnaces. On account of the large amount of current, the especially large num- ber of circuits_and units, and also to make the operation more reliable, this plant is divided into two sections, which are called power houses No. 2 and No. 3, re- spectively. ‘There are installed in these stations a total of 17 gas engines, each rated at 3000 hp., but capable of about 50 per cent. overload. Only approximately 50 per cent. of the available power as calculated will be used in this station. This allotment will make allowance for furnaces out of blast and for shortages of gas due to troubles that are liable to occur in furnaces during op- eration. The electrical equipment of power houses No. 2 and No. 8 comprises 15 2000 kw. alternating current units, two 2000 kw. direct current units, all driven by gas engines, and also two 2000 alternating current turbo units. A storage battery was installed for the purpose of minimizing the fluctuation of load on the generating sta- tion. The storage battery consists of two separate bat- teries of 125 cells, 73 plates per cell, each battery having a rating of 4820 amperes, with a momentary rating of from two to three times that amount. They are in- stalled in a two-story building located directly north of the power station, the connection between the two build- ings being through a tunnel. The direct current regu- lation is accomplished by means of two 2500-ampere, 35- volt boosters. ~The motors and generators of this booster are of the interpole type, controlled by a carbon pile * Extracts from a paper prepared for the 235th meeting of the American Institute of Electrical Engineers, New York, March 12, 1909. Mr. Shover is electrical engineer of the Indiana Steel Com ane. Articles descriptive of the ee have are in The ron Age as follows: January 7, 1 , page 1; February 4, 1909, page 373; March 4, 1909, page 713. regulator acting through a motor driven exciter. The alternating current regulation is accomplished by means of special 2000-kw. split pole converters. The transmission system is in duplicate, each section having sufficient capacity to carry the entire load in case of accident to the other sections. The lines are sup- ported upon a steel tower construction made exception- ally heavy on account of the great hight of the towers and the heavy complement of feeders. There are three substations. No. 1 is located in the rail mill and con- sists of four 500-kw. motor generator sets. These are duplicates of the exciter sets in the power station. This substation normally supplies current for all the direct current apparatus in the shop group, rail mill and billet mill. Substations No. 2 and No. 3 have two units each, duplicates of those in substation No. 1. They nor- mally supply current to the ore unloaders and bridges. The direct current power furnished from the two 2000- kw. gas engine driven units in the power station is used to supply the direct current motors for the blast furnaces and open hearth plants. When the mills are not in operation and only the lights and a few cranes are need- ed it will be possible to shut down the substation and furnish power direct from the power station. This method of operating will result in considerable saving in expense. A storage battery installed at the substations would be of great advantage and will probably be put in in the near future. There are nine installations of transformers for supplying 440-volt, three-phase alternat- ing current. Motors for Driving Rall Mill Rolls. Although electric motors have been used for some: time to drive rolls, the motors used in this plant are several times larger than any motors of .their type previously built. Their use for this purpoSe marks a new era in the industrial application of electric power. The main rolls of the rail mill and rail blooming mil? are driven by six induction motors having a combined capacity of 24,000 hp., made up of the following units: Two 2000 hp. at 214 rev. per min., one 2000 hp. at 68 rev. per min., one 6000 hp. at 88 rev. per min., one 6000 hp. at 83.rev. per min. and one 6000 hp. at 75 rev. per min. Details of these motors are given in Fig. 1. In their con- struction the parts were made extremely heavy and: rigid, following out as far as possible the practice which has proved successful in the construction of steam#en- gines for similar duty. The stator frame is of the box type construction and is split into four sections for ease in handling and transportation. The rotor spider is of cast steel and is made up of four sections with two arms per section. The séctions are bolted to disk hubs which are pressed on the shaft. On account of their triple speed the two 2000 hp., 214 rev. per min. motors, have separate flywheels weighing 100,000 lb. each. These fiy- wheels are built up of riveted boiler plates, which do not permit of alteration. The end thrust which may result from a diagonal fracture of a spindle or roll is frequently sufficient to wreck either the mill or the motor unless special precau- tions are taken. This problem, which is extremely diffi- cult to, solve when an engine is ‘used for driving the rolls, is very easily solved when electric motors are used. A device termed a mechanical fuse is attached to the ped- estal by two breakable rods. These are so proportional’ that they will break only when the end thrust exceeds: 304 150 tons. When the rods give way under this pressure, the rotor is free to move longitudinally away from the rolls, thereby relieving the thrust. To prevent injury to the brush rigging, it is so arranged as to move freely with the brushes, always maintaining their epee position on the collector rings. The electrical characteristics of the motors are shown by Figs. 2 and 3, which represent the results of tests of the 2000-hp. motor at 214 rev. per min., and the 6000-hp. motor at 88 rev. per min. Reference to these curves Horse power: Normal continuous rating 40° rise. . . . 25% overload continuous 50° cent. Per‘ormance specification number. .. Outline drawing number Bearings: FLYWHEEL SIDE. Fig. 1.—Details of the 2000-Hp. and 6000-Hp. Induction Motors in Blooming and Rail Mills.—The figures for the 6000-hp. motor, of 88 rey. per min., are the same as for that of 83 rev..per min., except that the former has 34 poles, its break- down torque is 20,600 hp., and its power factor at full load is 88 per cent.: The figures for the 6000-hp. motor of 75 rev, per min. differ in the following respects: Its flywheel effect is 14,100,000 Ib.; the number of poles, 40; the power factor at full load is 88 per cent.; the breakdown torque is 16,400 hp.; the rotating part without shaft weighs 299,000 Ib., and the weight complete is 783,000 Ib. shows that the power factor and efficiency are near their maximum at the rated output of the motors, and that high values are maintained throughout the complete oper- ating range. Only two minor troubles have developed so far in the entire installation. On starting up one of the 6000-hp. motors, one section of the rotor resistance overheated, but investigation proved this trouble to be due to a stray piece of arc lamp carbon. In starting up another of these motors trouble developed due to a broken grid in the rotor resistance. In designing the equipment for these 2000-hp. and THE IRON March 11, 1909 ND POWER FACTOR EFFICIENCY A ttt Pr ann epee | Ty NI am rey eR Sy Cee eee ee POAC eee Petre ACCC ret PEE eee . _ 0 0128 46 6 7 Ee E ME EERE OUTPUT KILO HORSE POWER ° Bea F FE FF BB aweene nour o = @ &S% sip Fig. 2.—Characteristic Curves of the 6000-Hp. 88 Rev. Per : Min. Induction Motor, 6000-hp., 6600 volt induction motors, not only were the sizes of the motors to be controlled beyond anything pre- viously attempted, but the specifications presented many novel features. For most of the motors the service re- quired a very large flywheel effect. Because of the well- known characteristics of the induction motor, it was clearly recognized that there would necessarily be large fluctuations in current, even though the flywheels were very large, unless some means were employed for auto- matically introducing resistance into the motor circuit whenever the load was sufficient to cause even as small a change of speed as 2 or 3 per cent. It was desirable that the automatic features be adjusted so as to operate continuously, regulating the current taken by the motors so that the demands on the source of supply for any one motor would be uniform—the motor and its flywheel, meanwhile accelerating and decelerating at a point just below synchronism to meet the power demands of the rail mill which it was driving. [Details of the control apparatus follow.] Rall Mill Passes. The rail mill has a capacity of 4000 tons of finished rails in 24 hr. It is not only the largest, but also the only motor driven mill in the world rolling rails directly from the ingot without reheating. There are nine passes in the blooming mill. The first two passes are two-high rolls, 42 in. pitch diameter, running at 6 rev. per min., and are connected to one of the 2000 hp., 214 rev. per min., motors through gear reductions. The next two passes are identical with passes one and two, except that the rolls are 40 in. in diameter and make 10 rev. per min, and are driven in the same manner. The next five passes are made in a 40-in. three-high train, direct con- nected to a 6000 hp., 75 rev. per min., motor. The bloom as delivered from pass 9 is then cut in two by shears operated by a 75-hp. induction motor. The next train of rolls, which comprises a three-high roughing mill 4 = % EFFICIENCY SAno POWER FACTOR TTT er ~ ote CP er ee per | to COZ CCC PAE a ACCC Poe Beet PCC eee Poe ee aor “CORT R AEP etiaeees HORSE POWER OUTPUT oe $888 8S & F s F aurene mur co = @ Sh ar Fig. 3.—Charactcristic Curves of the 2000-Hp. 214 Rev. -Per Min. Induction Motor, March 11, 1909 with passes 10, 11 and 12, is operated by means of the tilting table, the second edger or pass 16 and leader or pass 17. This train is 28 in. pitch diameter and direct connected to a 6000-hp. motor running at 68 1-3 rev. per min. The next pass is the 28-in. two-high former, direct connected to a 2000 hp., 68 rev. per min., motor. The third roll train consists of the dummy or pass 14, the first edger or pass 15 and the finisher or pass 18. These rolls also are 28-in. pitch diameter and the train is direct connected to a 6000 hp., 88 rev. per min., motor. A diagram of these passes and the approximate shapes of the pieces leaving them are shown in Figs. 4 and 5. In the former is also a table giving the size of the pieces leaving the various passes, the area in square inches, the weight per linear foot, percentage of reduction, length “of piece, and horsepower per pass—all as observed in the rolling of the first rail, which was an 80-lb., 38-ft., rail. WEIGHT | PER CENT. H.P, ele] pholok 102 29,10 - S - 51.1 o we ce or ae) 8) 8 co So o co a cs w 7 = = © e @ z te c @ ° — | @ co { Fig. 4—Table for 80-Lb, 33-Ft. Rails—Ingot Butt, 20 x 24 ‘In. Top, 18% x 22% In. Length, 65% in. Weight, 8256 Lb. To supply power to the train motors of this mill there are two circuits, each of 10,000 kw. normal capacity at 6600 volts. One circuit feeds the three blooming mill motors; that is, two 2000 hp. and one 6000 hp. The other circuit feeds the other three motors; that is, two 6000 hp. and one 2000 hp. The estimated combined load with the mill working at full capacity, with voltage and amperage of each of the! circuits, is shown in Fig. 6. In originally designing the mill careful calculations were made of the time and horsepower required to operate each pass. These data, with the calculated inter- val between passes, are shown clearly in Fig. 7. It will be noted on the right hand side of this curve that there are both solid|and dotted areas. The dotted area repre- sents the second piece of the ingot after it had been cut at the bloom shears between passes 9 and 10, and the load estimated with the second piece in pass 10, while the first piece is yet in pass 12. Though it is improbable that such conditions will exist except in cases of the most rapid rolling, ft was thought advisable to use them in the calculations of the mill. These calculations deter- THE IRON AGE 805 mined not only the total time consumed by the ingot from start to finish, but also the shortest possible time between ingots, the limiting time being in the three-high roughing mill. These curves were then superimposed on each other at this interval, which was 31.89 sec., until the number of ingots was increased to the maximum load on the mill. Adding the ordinates under this condition Fig. 6 was produced, showing the integrated load carried by the motors. The shaded portion indicates motor and line losses, and the upper line.of the curve shows the char- acter of the load on the power station. This cycle, which is 31.89 sec., indicates an exceedingly variable load, the total variations being from a minimum of 4300 hp. to a maximum of 19,010 hp., with an average of 12,025 hp., which makes the load factor on the six-train motors al- most exactly 50 per cent. The curve was developed: to provide a basis for estimating the size of the storage battery necessary to take care of the fluctuations and keep a constant load on the generating station. Success of the Installation. So far all of the apparatus described in this paper, that has been tried out, has been practically a perfect success. Nothing has occurred to indicate the necessity of changing anything to.a radical extent. As an exam- ple of this, the ore-handling machinery was started up July 23, 1908, and by November 1, 750,000 tons of ore was stored in the yard, with virtually no more trouble from the machinery than would have been experienced at a works which had been in operation for several years. A comparison between the estimated horsepower ané@ the observed horsepower required for the various passes in the rail mill shows some discrepancy ; but because the steel rolled was colder than it would have been in actual practice, since all of the machinery is new and is not operating so quickly as it should, and because also the lack of adjustment of rolls, it is believed that the power required will be very little, if any, in excess of the original calculations. After the roll train motors had been started it was discovered that the stopping of them was an important feature. The 2000 hp., 214 rev. per min. motor when disconnected from the rolls required 2 hr. to come to rest, while the 6000 hp., 83 1-3 rev. per min. motor required 1 hr. and 37 min. to stop. This time consumed would mean corresponding delays in case of breaking of the main spindle, which, of course, could not be countenanced. In order to stop these motors within a reasonable length of time, direct current at 250 volts was introduced into one phase of the winding through an external resistance after the motor had been disconnected from the 6600-volt line. By this device the 2000 hp., 214 rev. per min. motor was stopped in 2 min. and 55 sec., and the 6000 hp. motor in 1 min. and 42 sec. During this time the first section only of the resistance of the rotor was closed. This device is being put in permanently, and a 6600-volt switch connected to one phase, the other side of which will be connected to the 250-volt line through a permanent resistance, and this switch interlocked with the main 6600-volt oil-switch so that both cannot be thrown in at the same time. Probably no industrial application of electricity has been the result of more careful study on the part of the engineers in charge, or has marked a more general adop- tion of electric power than the one just described. Al- though many of the motor applications are not new, this plant is unique in respect to the number and variety of the applications and the size of many of fts units. The rail mill now in operation, driven by induction motors with a combined capacity of 24,000 hp., and having a normal output of 4000 tons of steel rails per 24 hr. day, is without a rival. The operation of the plant will, there- fore, be watched with more than usual interest, both by steel mill engineers and electrical engineers. Its success will greatly accelerate the application of the electric motor in this industrial field. . Results thus far obtained indicate that not only have the greatest expectations of the engineers been realized, but another stronghold of the steam engine has been carried, and that in the near future the rolling mill engine Smt tet ore ee RT NY RT eI ee ae tm EN I RE Ran EN aR ME RRR A SR nr RRO ORR rm I eR era ey rere eke ce BE Eee IPT rere er eee eee SET a ; , ES aR SS a ra 806 THE IRON March 11, is destined to give way to its successor—the electric motor. Motors for Roll/Trains in Europe and the United States. While the United States has led in the application of electric drive to auxiliary machinery, Europe has pio- neered .the way in its use for driving roll trains. In the different European steel plants there are to-day about 230 motors with a normal capacity of 19,000 hp. and a i TO HOT BEDS 40 HOT SAWS ’ > y Yy Vpn Yy . a Gy Z Y ——_ 4 aie safes A Y4 v4 4 Y U 4 | AVERAGE CUSt ee. Ch Ee ee 6600 VOLT 3 PHASE INDUCTION MOTOR 88 RPM. ’ | 28 FINISHING MILL 6000 H.P. 1 PASS 18 Wd nO 7 lil U f Ui FINISHING 18T EDGING FORMING MILL ” my FORMING 3 PHASE INDUCTIO! MOTOR 68 R.P.M 2000 H.P. 6600 VOLT Fig. 6.—Chart Showing Estimated Combined Load on the Power Station for One Cycle of Rail Mill in Full Operation.— Shaded Portions Represent Line and Motor Losses. 2ND EDGING ; ; | | nn | Si maximum capacity of 41,000 hp. used for electric drive of nonreversing roll trains. In addition, one noteworthy in- stallation is that of a 10,500 hp. reversing outfit at the. Hildegardehiitte mine. The first application of motors for driving rol) trains in this country was made at the Edgar Thomson works of the Carnegie Steel Company, where two three-high roll trains for rolling small rails were operated by 1500 hbp., 220-volt, direct current motors. The speed of these motors is varied by shunt-field resistance from 100 to 125 rev. per min. The success obtained by this instdlla- tion has stimulated the installation of similar outfits elsewhere. In June, 1907, the illinois Steel Company put in the first and only reversing mill drive that has been in- stalled in this country. The mill, a 30-in. universal plate, is direct coupled to two 2000-hp., 150-maximum revolutions per minute, 575-volt, shunt wound motors mounted on one shaft; 2200-volt, three-phase, 25-cycle, alternating current power being used to drive a motor generator set consisting of a 1300-hp. motor and a 1300- kw., 600-volt, direct current generator. On the same shaft is mounted a fiy- wheel 100 tons in weight, 13 ft. 2 in. in diameter, the whole making 375 synchronous revolutions per minute. In August, 1907, at the same works, a rail mill for rolling small rails simi- lar to those rolled at the Edgar Thom- son Works was put in operation. The roll trains here, however, were driven by 2200-volt concatenated motors. The primary motor has a capacity of 1200 hp., and runs at 120 rev. per min.; the secondary motor is 600 hp., and runs at 82 rev. per min. In ordinary opera- tion the resistance in the secondary motor is so adjusted that the combined Ly itl | ee sr PASSES 10-11-12 |) 6600 VOLT 3 PHASE INDUCTIO MOTOR 83% RP 6000 H.P TILTING TABLE lil TRANSFER TABLE ~ PASS 17 Fig. 5.—Plan of Blooming and Rail Mills and Diagram of Passes. a nd Hi Li ” 10 X 10 BLOOM SHEAR Fig. 7.—Chart Showing Calculated Time and Horse Power per Pass from Ingot to Finished Rail. 40-3 HIGH BLOOMING MILLS a] TT TN PASS 4 10 R.P.M. PASS 3 10 R.P.M ” 40-2 HIGH BLOOMING MILLS LIFTING TABLE i ca Ba | be i [10 SEC,| & siinailigdah': igcltieetach Ve, tilebansisiitiaiy Lh sicisisasninn ctipveadhien-cin tcaiinaeis eesti PASS 1 6 R.P.M, March 11, 1909 speed of the two varies between 60 and 80 rev. per min., according to the character of material rolled. The Storage Battery at Steel Works, Another electrical device which has only recently been used in the steel industry is the storage battery. On March 27, 1904, the first installation of this nature was made at the Ohio works of the Carnegie Steel Com- pany, Youngstown, Ohio. This battery had a capacity of 1600 ampere-hours, and was used for regulating the load on a direct current station. On April 29, 1905, the capac- ity of this battery was increased 50 per cent. The suc- cess of this installation was so marked that batteries of considerable size were installed at the Lukens Iron & Steel Company, Coatesville, Pa. ‘Two large batteries were also installed at the Illinois Steel Company, South Chicago, one at the Carrie furnaces of the Carnegie Steel Company, Rankin, Pa., and the largest of all at the Edgar Thomson Works of the Carnegie Steel Company, Besse- mer, Pa. In 1906 an additional feature in connection with the battery was contracted for by the Ohio works. This was a combined converter and booster to be used for regulat- ing the variable load from an alternating current plant then being designed. This outfit, however, has not yet been put in operation. ——_9-+o—___—_ A La Salle Foot Press. A convenient foot press of substantial construction has recently been put on the market by the La Salle Machine & Tool Company, La Salle, Ill. Its general form and appearance are shown in the accompanying illus- tration. The principal features of the tool are its solid- ity of construction and its convenient form. To prevent A Small Foot Press Built by the La Salle Machine & Tool Com- pany, La Salle, Ill. breakage, the lever and slides are made of cast steel. The former has two pivot points, which give a variation in the length of stroke of from 1% to 24%in. One of the V-shaped plunger dies is made adjustable with three set screws, by means of which perfect alignment of the punch and die is maintained. A hardened steel block is THE IRON AGE 807 inserted in the head to take the contact of the stop screws. Both the table and legs are extra heavy; the net weight of the mounted press is 375 Ib. —_>+e—__ A Motor Driven Colburn 34-In. Boring Mill. A standard belt driven 34-in. boring mill, built by the Colburn Machine Tool Company, Franklin, Pa., is shown in the illustration arranged for motor drive. The only changes are the addition of a countershaft and a con- A 34-In. Vertical Boring Mill Built by the Colburn Machine Tool Company, Franklin, Pa., Arranged with Motor Drive. stant speed 5-hp. Westinghouse direct current motor, mounted on special brackets at the rear of the machine. This arrangement makes the boring mill independent of line shafts and all other machines, and reduces troubles from belting, because the belts are shorter and on shafts which are mounted on the same frame, and hence will not get out of alignment. The speed changes are made mechanically by the cone pulleys and by the gears in the base. There are in all 16 different speeds which give the table speeds from 2% up to 68% rev. per min. The boring mill is equipped with a five-sided turret which permits five or more operations to be performed on one piece of work without stopping the machine or changing a tool. The turret is mounted on a yertical slide, which may be swiveled to any angle up to 30 de- grees on either side of the perpendicular. This is accom- plished by first locking the weight by means of the clamp on the sheave wheel bracket on top of the machine and then by turning the crank on the vertical feed shaft. The feeds are positive, gear driven, for both vertical and horizontal motions, and are provided with adjustable automatic steps. There are eight available feeds for any speed of the table. A special attachment is provided for thread cutting which may be readily applied, and if de sired can remain permanently attached to the machine without interfering with its regular operation. THE Graphical Comparison of Steam and Gas Engines as Power Producers. BY HAROLD WHITING SLAUSON,. Owing to the great variety of results obtained from tests of cqal and gasoline as fuel for the steam- engine and internal combustion engine, it is rather difficult to determine on a set of readings which may be taken as fair averages for the accompanying graphical comparison of these combustibles when applied to the two great prime movers. To compare the efficiencies, fuel consump- tion and the cost of operation of the steam and gasoline engine under different conditions, the best average per- formances and highest thermal efficiencies of each have been used as a basis of comparison. Where a thermal Pet are eel Jt > Senne arse ge L AND WA — Weights of Fuel (Including Water) Required Per Horsepower- Hour. efficiency of 15 per cent. and a water rate of 15 Ib. per horsepower hour have been used for the steam engine, it is evident that such results could be obtained only in a compound, condensing plant. Likewise, the thermal effi- ciency of 36 per cent. taken for the gas engine is found in only the best designed motors, and is probably the ex- ception rather than the rule in average internal combus- tion engine practice. The costs of the fuel used in the comparison ($4 per ton for anthracite coal and 15 cents per gallon for gasoline) will vary according to the lo- \ RASS AS AOA ~ N A KW au NYA \ G 0 \ Relative Fuel Consumption. cality in which each is purchased, but these figures are probably fair averages. The relative weights of the two power plants, includ- ing engine, boiler, fuel and water tanks for the steam plant, and engine, gasoline tank and cooling apparatus for the gas motor would form an interesting comparison. In the case of the gas engine, the minimum weight at which it is safe to construct a motor of a given power is definitely determined, for a gas engine is capable of but a very slight percentage of overload. The fact that the maximum explosive pressure will vary with different forms of mixture, and that all of this force is applied at one instant, determines a certain weight of engine per horsepower below which it is unsafe to design a gaso- line motor. The steam engine, however, is capable of supplying for a time an overload greater than 100 per cent., and as this can be accomplished by slightly increas- ing the boiler pressure and lengthening the cut off, the increased power developed in the cylinder is distributed IRON AGE March 11, 1909 over a greater length of stroke and consequently such an excessive strain is not communicated to the cylinder head and connecting rod. This reduction of the maximum pressure in favor of the steam engine, together with the absence of the necessity for watersjackets, will probably bring its weight below that of the gas motor, but the total weight of the entire steam plant will depend on the type of boiler used. The average weight of a locomotive boiler is somewhat over 3 lb. per horsepower, but the introduc- tion of the flash type of high pressure steam generator has enabled this figure to be considerably reduced so that special steam plants may be designed which will compare favorably with the gas plant as far as total weight is con- cerned. In view of the above, a graphical comparison of the relative weights of a steam and gasoline plant would not be a criterion of general practice, and could only rep- resent a specific case. In showing the relative weights of the fuel and water required per horsepower-hour for the steam and gas en- gines, it must be remembered that the water consump- tion of an internal combustion motor may be set ata more or less arbitrary figure—depending on the amount of radiating surface provided in the cooling apparatus— and that in some motors no water whatever is used. The amount given in the diagram (10 gal. for 40 hp.) is prob- ably more than is used in any motor car, and would in all likelihood be an ample amount for cooling a stationary engine provided a sufficient radiating surface was sup- plied. It is also to be borne in mind that the same cool- DOOND CQAQAHAAS AAA ANNAN ANAND ANUQLY AQNANAN AAQAAAD GAANNAND GANAAAND SANNANDD ANAANAND ANANANAT ANRAAAND ASX SSI FSS S555 45 fF Ua Zu _— RRS HA PM — SE SEASON SSRN ONY | » “~N on SSS NN FN SN EL SSSSSSASSSSSS aa a schol epee LT | Lee Ss ESSE Hdd AANA MMOS NOR a i Ea] tt PN GASOLINE Noss ESSE ASAD SENS NN EN c. SSS es Ff LN Relative Efficiencies, Horsepowers and Costs. ing water for a gas engine may be used over and over again, so that the amount of water required has but lit- tle to do with the length of time the engine is run. It is quite different with the steam engine where the water rate is a certain amount per hour and is directly depend- dent on the length of time that the power is delivered. Consequently for a day’s run the comparative amount of fuel and water required for the two plants would be en- tirely different from that shown in the diagram—which applies only to an hour’s run. The two diagrams, one showing the comparative coal consumption for each engine and the other treating of gasoline in the same manner, may also be read as the comparative cost for fuel for the two plants, since cost is directly proportional to: consumption. Probably one of the largest fields for the internal com- bustion motor is in plants where blast furnace gas Is available. One of the diagrams will show the compara- tive power obtained from the same amount of this gas when used as a fuel for a boiler, and when applied to 4 gas engine, and the increase in power in favor of the lat- ter is indicative of the economical use to which the com- bustion motor may be put. The cleaning of blast furnace gas required before passing it to a gas engine is a small item in comparison to the increase of power obtainable as compared with a steam plant. From these diagrams it will be observed that the gas engine stands first in economy and efficiency in every case with the single exception of the cost of fuel when the steam engine uses coal and the combustion motor employs gasoline. In automobile practice where the flash type of steam generator is employed, the design of the power March 11, 1909 plant has been brought to such a fine point that it is probable that the steam engine will deliver the same amount of power, gallon for gallon of gasoline, as will be developed by the gas motor, but this is a case where the steam engine is found at its best, and in stationary practice such a degree of economy in fuel utilization is seldom attained. Ot The Helwig Pneumatic Hammers. Several new features are embodied in the pneumatic chipping, calking and riveting hammers as now made by the Helwig Mfg. Company, St. Paul, Minn. As ad- vantages of the hammers the company lays particular emphasis on the simple valve mechanism, the absence of jar, and in consequence the easier operation, which Fig. 1.—The Pneumatic Chipping Hammer Made by the Helwig Mfg. Company, St. Paul, Minn. \\ iene a S - Re SSS: \ Sa | KC J SSS = @ dea = y VA | % f ia bd coe |g LA Ki ois Ce (Ee Set co f weaves = ¥ PSR SS ila re @ ioe hbddddaus ’ Weed iF FI i«W«“i«CY Fig. 2.—Sectional View of the Helwig Chipping Hammer. increases the capacity of the operator, the use of less air to obtain given results, the ability to do given work at lower air pressure, and to operate the chipping ham- mer at a faster cutting speed (the speed can be regulated and also the force of the blow), and the hammer, which, because of its greater capacity, is shorter, may be used in close quarters. The hammers are arranged so that they will not operate unless the shank of the tool is in place. A simple locking device prevents the handle get- ting loose. There is also a point made of the fact that the hose connection is at right angles to the. barrel of the hammer, which makes the handling of the hammer more convenient; there is not so much pull of the hose on the operator, and the hose, being out of the way, per- mits working in close quarters. There is also claimed to be a considerable saving of wear and tear on the hose, as well as on the threaded connections. The shape of the handle, it is stated, conforms to the natural grip of the hand so perfectly that it has been commented upon by users, who also seem to have a preference for the closed type of handle, Fig. 1 shows an exterior view of the chipping ham- mer and Fig. 2 a cross section of it. This construction is typical also of the riveting or long stroke hammers, which are made, however, with either inside or outside ‘triggers. The valve, as will best be seen from Fig. 2, is of balanced piston type and of relative large wearing surface. It is made of tool steel in one piece, hardened and ground, and as it operates in the same direction as the piston its wear is minimized and the full power of the air is available for effective work instead of being partially expended in overcoming friction. The valve chamber also is one piece, hardened and ground, and is firmly imbedded in the barrel, so that it cannot become THE IRON AGE Seay 809 displaced. except intentionally, being readily removable. The trigger is a one-piece steel drop forging. The piston is a solid piece of tool steel also hardened and ground. The handle is drop forged and of a closed type, which, as before mentioned, is designed to conform to the grip of the hand. A simple locking device pre- vents the handle from getting loose, thus doing away with what is a frequent annoyance to users of pneumatic hammers. It is declared that the hammer does not have a hard metallic blow, as a consequence of which there is less fatigue to the user, so that the hammer may be operated continuously for longer time. This, with the greater capacity of the hammer, its economy in-the use of air and its other advantages, are considered by the manu- facturer to mark a considerable advance over former types. The riveting hammer delivers a sharp, powerful, speedy blow, which, it is claimed, insures tighter rivets in less time at lower cost than usual. The chipping ham- mer has a faster cutting speed than commonly, and as this speed can be regulated, as well as the weight of the blow, it also is claimed to be a more than ordinarily con- venient and efficient tool. The 4-in. stroke chipping hammer equipped with the rivet set will drive %-in. rivets steam tight. The chipping, calking and beading hammers are made in six sizes, ranging from % to 5 in. stroke. The riveting hammers are made in nine sizes, with 1 1-16, 1 3-16 and 1 5-16 in. bore and 6, 8 and 8 in. strokes for each diam- eter of bore. — »@-+e___—__ The American Electrochemical Society’s May Meeting. It now seems highly probable that the May meeting of the American Electrochemical Society, to be held in Niagara Falls on May 6, 7 and 8, will go down in history as the most enthusiastic and satisfying convention of electrochemical and metallurgical interests ever held. Because of the fact that one day is to be devoted to elec- tro-metallurgical subjects, unusual interest is being dis- played by men connected with that line of research, both in this country and throughout Europe. American work- ers in the field indicated will have pleasure in meeting some notable foreign workers, and the fact that the con- vention is to be held on Canadian soil affords the intima- tion that these large interests at home and abroad will come together, as it were, on neutral soil. In addition to the valuable papers previously an- nounced, the information is given that word has been received from Ch. Albert Keller, Ste. des Establissments Keller-Leleux, Paris, France, saying that he will con- tribute a paper. Cav. Ernesto Stassano, Forni Termo- elettrici Stassano, Turin, Italy, will also contribute a paper, and expects to be present at the meeting in per- son. Paul Girod, Société Annoyme Electrometallurgique, Ugine, France, has given further information as to the nature of his paper, which will apparently be largely de- voted to an illustrated description of the new steel works at Ugine. ‘This plant will probably be in operation in April. The installation includes two furnaces of 12% tons capacity, two furnaces of 2% tons capacity, two rolling mills, a large forge and a steel molding shop, the whole installation being exclusively worked by electricity. ——————— »- oe ____——_ The number of boiler explosions in the United States in 1908, as reported by the Hartford Steam Boiler In- spection & Insurance Company in the Locomotive, was 470. This number compares with 471-in 1907, 431 in. 1906, 450 in 1905 and 391 in 1904. The number of per- sons killed by boiler explosions in 1908 was 281, against 300 in 1907, 235 in 1906, 383 in 1905 and 220 in 1904. The number of persons injured, not fatally, in 1908 was 531, against 420 in 1907, 467 in 1906, 585 in’ 1905 and 394 in 1904. A record of boiler explosions in the United States kept by the Locomotive for 41 years and 8 months, or since October 1, 1867, shows a total of 10,051, in which 10,884 persons were killed and 15,634 persons were in- jured. 4 To” — eRe Re seepseerereneeeermemere emer seep paenr nernoenemn tenon ern ere wt woe a an 810 THE IRON AGE March 11, 1909 POWER REQUIREMENTS IN ROLLING STEEL. The Results of the hivesttnetions of a Special German Commission. There have just been made public the first results of a really stupendous undertaking carried out with scientific accuracy to determine the power requirements of rolling mills. The first fruit of the labors of a Ger- man commission has been brought before the Verein deutscher Eisenhuettenleute by Director H. Ortmann of Voelklingen. Three years ago Mr. Ortmann read two papers on rolling mill practice before local societies of stee] makers at Saarbruecken and at Metz, which led an | LIMITS OF TEMPERATURE | = 1218 - 1054 DEG. |C. AVERAGE POWER OF | FLYWHEEL AVERAGE HORSE POWER ROUGHING TRAIN FINISHING TRAIN Fig. 1.—Participation of Rotating Masses in Rolling Work. engineering student. Dr. J. Puppe, now of Dortmund, to investigate the power requirement of rolling mills, at the suggestion of Professor Mathesius, and backed by the Siemens-Schuckert Works. Later the Verein deutscher Eisenhuettenleute was approached and appointed a com- mission consisting of P. Dreger, Ph. Fischer, Frantzen, Fr. Froelich, L. Grabau, O. von Kraewel, M. Kueper, Dr. P. Lueg, K. Maleyka, Prof. W. Mathesius, H. Ort- mann, O. Pilz, K. Rein, W. Schnell, Dr. E. Schroedter | — + . | _.| PLOTTING TABLE |No. 1} = ee anqmemndiios a ——— +—— —<+ publish it in a special volume. Ortmann’s paper pre sents only the principal features. The experiments were carried out on six electrically driven trains, two of them double two-high trains for bars, two three-high mills for rolling mine rails and two reversing mills. Of the latter one was a blooming mill, while the other had stands also for rolling beams and rails. The paper describes in detail the apparatus and methods adopted for making the measurements which applied to both alternating and direct current motors. It was comparatively simple to measure the fluctua- tions in the revolutions in direct connected mills. But if the mill consisted of a roughing and a finishing train and there was a connection by rope or belt drive between the two then slip had to be taken into account. It is particularly the roughing train in which the rotating masses contribute a very large share of the work, and at the same time there must be checked by braking a considerable moment of inertia in the finishing train during the decline in the revolutions of the roughing train and this must be done in a very brief period of time. In all cases, therefore, there must be a consid- erable rope slip. The same phenomenon appears when the finishing train is under load and the roughing train is empty. Then, too, the ropes will not be able at once to affect the revolutions of the large amount of inertia of the rough- ing train. For this reason independent measurements of the revolutions of the finishing and roughing trains must be made and this was done. In these measurements a rope slip up to 8 meters was found. The results have been collected in a series of 70 tables, which will be published, the paper presenting only a few of them. We submit one of these tables relating to the rolling of a beam in order to show the character of the work. It gives the passes, the pauses in rolling, the actual rolling time, the work of the motor, the power consumed in running empty, the rotating masses and the energy absorbed or delivered by them. There is entered also a quotient, V (Q’ — Q@*) x L@ in cm.m. ~ EB ™ ‘net work of rolls in making Q’ is original section before pass in square millimeters. , in which + + _— {PLOTTING Two FURTHER INGOTS _” |THE | SAME TEST (Q,— Q_) LQ) (IN CMM.) WORK OF ROLLS (IN MKG,) a 1340 20 «#1800 80 660 6.40 WO 1200 80 66 4 1100 80 ll OHCs 800 sd0—s TEMPERATURE IN DEG. C. Fig. 2a.—Rolling Flats of 38 x 7 Mm. on Double Two-High Train.— Basic Bessemer Steel, Roughing Train, 116 Kilos. Weight of Bar, Running Empty, 86 Hp. Power, Finishing Train, Running Empty, Weight of Bar, and Dr. O. Peterson. This commission decided to limit the investigation to the power requirements of the passes for different shapes with due consideration of the tem- perature and the mechanical qualities, and to exclude the question as to the most suitable motive power, since it could not be decided on general lines. The material ac- cumulated appears to have been enormous, about 200,000 calculations having been made, and it has been decided to 40 Kilos Tensile Strength. Finishing Train, 113.8 Kilos. Power, Roughing Train, 90 Hp. Q* is the section after pass in square millimeters. Lq is the length in millimeters of bar corresponding to section Q’. Vis the displaced volume in square millimeters. Eis the energy in meter kilograms. Besides there are presented the section after every pass, and the temperature, measured by a Warner py- rometer, after every pass. March 11, 1909 THE IRON AGE 811 li, | 16/4, } | YB \ Getatiledisonnasatanionces™ Fig. 2b.--Sections of the Eleventh to The series of tables make it possible to study the conditions of working during the rolling, and it is possi- ble to determine the total work as well as the amounts to be deducted. Special attention should be given to the participation of the rotating masses in percentages of the total net work of the rolls. This is shown very well in the curve in Fig. 1, in ’ + - ‘ =——=| PLOTTING TABLE) No. &/ —_= PLOTTING TABLE! No. 6/ 4 down eee + (Q,— Q,) LQ, (in cm.) WORK OF ROLLS (IN WKG.) TEMPERATURE IN DEG. C. Fig 3a.—Rolling 35 Mm. Rounds from 125 to 130 Mm. Squar