The Iron Age 1909-04-15: Vol 83 Iss 15

1238 198 188 1253 Reading Matter Co Alphabetical Index to Classified List of Advertisers - Advertising and Subscription Rates “‘ REED F. BLAIR & CO. ‘PRICK BUILDING, PITTSBURG, PA. STANDARD CONNELSVILLE COKE FOUNDRY FURNACE The original and only Genuine **STILLSON WRENCH ”’ is manufactured by waLwonta 1 MFG. CO., Besten, U. S. A. And _bears their registered Trade-Mark The Bristol Company MANUFACTURERS OF Bristol’s Recording Instruments for Pressure, Temperaturs and Electricity THE BRISTOL CO. Waterbury, Conn. Cord so marked is made of ex- tra — stock anc guaranteed erfect in raid and finish, BOSTON, MASS. TURNBUCKLES a | Cleveland City Forge and Iron Co., Cleveland, 0. TURN BUC HELE Ss nad CD ined = BESSEMER PIG PILLING & CRANE neta ane UFAIN and N AMERICA and solid braid- ed cord. ae SAMSON CORDAGE WORKS | RULES | THE B! BES IN THE WORLD SEES Pee APOLLO BEST BLOOM GALVANIZED SHEETS are made in-the largest and -best equipped sheet mill in the world—a monumental evidence of their merit. AMERICAN SHEET AND TIN PLATE COMPANY Frick Bullding, Pittsburgh, Pa, See our ad on page 16 CRUSHED e Trust Bldg., oe AGE $53.00 a Year, including Postage. Single Copies, 15 Cents. Our advertising aim is to create a demand—to make it only necessary for the dealer to stock up. We recently spoke of the big gun aimed at 10,000,000 country newspaper readers. We now refer to the gun we fire at 1,710,504 readers of sportsmen’s publications—every man a hunter. Get your share of the demand which we create. Stock up with U.M.C. shells and cartridges. Window Hangers and Display Cards for the Asking. THE UNION METALLIC CARTRIDGE COMPANY Bridgeport, Conn. Agency, 313 Broadway, New York City WATER TUBE G%e Babcock @ Wilcox Co., BOILERS See page: 50 55 Liberty Street, New York THE MOST SERVICEABLE HORSESHOE NAIL No matter how severe the conditions “‘ Capewell ”’ nails can always be relied upon to HOLD THE SHOE and SAVE unnecessary EXPENSE. “The Capewell” Nail is Always the Best MADE BY THE CAPEWELL HORSE NAIL COMPANY Hartford, Conn., U. S. A. JenKins Bros. Valves The high quality possessed by these valyes has earned for them a repu- tation that is world wide. [n metal, in design. and in workmanship they come up to the requirements of the most exacting service. Accept no valves as.Jenkins Bros. unless they bear trade mark as shown in the cut. .Write for Catalog. JENKINS BROS., New York, Boston, Philadelphia, Chicago Is wnex- “Swedoh” Gold Rolled Steels: Drawing » Stamping THE AMERICAN TUBE & STAMPING COMPANY SEB 2 3 (Water and Rall Delivery) Briperport, Corn. PAGE MAGNOLIA opeicron METAL The Standard Babbitt of the World We manufacture ara) ha the a MAGNOLIA METAL CO. Chicago: Fisher Building. Montreal: 31 St. Nicholas St. New York: 1t1§ Bank St. THE IRON AGE “FOLLANSBEE BRASS; a Manufacturers of nd Roll B » Wire, C ER: { SHEET Rods, German Sliver end Brese Bl U E 33 OPP Goods In great variety WIRE Rolling Mill Factories Thomaston, Conn, Waterbury, Conn, | GERMAN steer |r omen FOLLANSBEE || SiivER | %xc\a NTIMONY POLISHED” ‘A. S. P.’? Brand LOW BRASS, SHEET BRONZE, (English Star) STEEL SEAMLESS BRASS and COPPER| © w Leavitt @ Co., Agents TUBING, BRAZED BRASS and SH EETS BRONZE TUBING : : : : : : SCOVILL MFG. CO. fanufacturers 0 For Stoves, Ranges, Stove Pipe and Elbows BRASS, GERMAN SILVER, Waterbury Brass Co. Sheets, Rolls, Wire and WATERBURY, CONN. Brass Shells, Cups, Hinges, Buttons, FOLLANSBEE 99 John St., New York Providence, R. I. Lame : . = = Special Brass Goods to Order BROTHERS | {[Pitsyrt Densidd Brome) econ P Depota ; COMPANY BRIDGEPORT, CONN. NEW YORK CHICAGO BOSTON MAKERS Phosphor and Deoxidized Henry Souther Engineering Go. PITTSBU RGr Bronze HARTFORD, CONN. Co iti , ll = . . * Pum Castings, large and smell | Consulting Chemists, Metallurgists _ ere sts. meee iy ie eae sabe Senet an 7 iaaent tua Matthiessen & Hegeler Zinc Co. ne tu. Rater & a AND MANUFACTURERS ' 256 Broadway, SHEET ZINC AND SULPHURIC ACID NEW YORK. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Small tabing in Brass, Copper, Selected Sheets for Paper and Card Makers’ use. Steel, Aluminum, German Silver, Stove and Washboard Blanks. &c. Sheet Brass, Copper and Ger- ZINCS FOR LECLANCHE BATTERY man Silver. Copper, Brass and German Silver Wire. Braxzed and GERMAN SILVER w In Sheet, Wire, Rods, Blanks and Shells , PHONO-ELECTRIC” WIRE. “itT’S TOUGH” NICKEL ANODES TROLLEY, BRASS, BRONZE, COPPER in all forms TELEPHONE 4 THE SEYMOUR MFG. CO., Seymour, Conn. Jf TELEGRAPH HENDRICKS BROTHERS si MDSEMAT USS cua LINES, Sheetand Bar Copper,CopperFireBox Plates rer Yon and Staybolts, Wire and Braziers Rivets| #<>% pony Ingot Copper, Bloc Tin Iter Pay ge canmperat: ial — pper, ky, | » Spelter, THE RIVERSIDE METAL CO."°« Lead, Antimony, Bismuth, Nickel, etc. a 49 CLIFF STREET . . NEW YORK'™” RIVERSIDE, Nd i i 4% THE IRON AGE New York, Thursday, April 15, 1909. New Flather Shapers. The 20-in. shaper, now being built by the Mark Flather Planer Company, Nashua, N. H., is similar in design to the 16-in. machine of the same make, described in detail in The Iron Age, October 31, 1907, but it con- tains several improvements, notably in the feed mechan- Fig. 2.—The 20-In. Flather Shaper Equipped with Constant Speed 7 Motor Drive. ism. A simple but positive means of adjusting the feed of the table on the cross rail, or the cross rail on the column, is obtained through an adjusting screw, seen in Fig. 1, which regulates the length of the stroke of a rod operating the feed ratchet. The machine is seen with the gearing arranged for power horizontal feed of the table on the cross rail. By removing a gear from the cross feed screw to the raising shaft the power vertical feed for the cross rail on the column is obtained. An- other new feature is the square for a crank handle cut on the ratchet shaft, which actuates the vertical feed of the head, giving the operator the means of raising or lower- ing the head for adjustment, or of feeding by hand. As shown in Fig. 1 the tight and loose pulleys are on the machine, belted to the main line, doing away with a countershaft. If it is desired later to equip the machine for motor drive it is only necessary to replace the pulleys on the driving shaft with a rawhide pinion and gear con- Fig. 3.—A Very Compact Variable Speed Motor Driven Flather Shaper. nection with the shaft of a motor mounted on the rear of column. The machine has the general characteristics of the company’s new type shaper, including the single pulley gear box drive, V ways, power feed, and cam and stroke adjustments. That the machine is powerful may be judged from the fact that it requires a 44-in. driving belt. It has a 21-in. stroke, and planes 24 in. wide and 15 in. high. The vise takes 12 in. between the jaws. The vertical feed of the head is 7% in. The length of the ram bearing on the column is 31 in., the total weight 1188 of the ram 10% in. and its length 52 in. The length of the pitman is 34% in. Ten cutting speeds are provided through the gear box, ranging from 7.1 to 58.6 cutting strokes per min. The largest shaft which can be passed through the column is 34% in. The domestic shipping weight is 3000 lb. and the foreign 3400 lb. The size of base is 23 x 48 in. Figs. 2 and 3 show the new Flather shaper equipped for motor drive. The former retains the gear box, using a constant speed motor. In this machine, in order that there may be complete control of the ram a friction is introduced between the driving shaft and motor, operated by the horizontal lever seen on the side of machine. This lever has two functions: it changes the positions of the friction from driving to neutral, while the continua- Fig. 1—Rapid Action Steam-Hydraulic Forging Press, Four-Column Type with Single Cylinder. tion of the movement operates the brake to stop the ram in any desired position, controling the momentum. Fig. 3 shows the same machine equipped with a vari- able speed motor, the gear box being dispensed with. The machine was designed primarily for the Navy De- partment, to economize space in battleship repair shops. The constant speed motor driven machine was brought out to meet the needs of the War Department for use in fortifications; several have already been installed in the Philippines and on the American sea coast. > The Department of Agriculture at Washington, in a report issued last week, put the average condition of winter wheat on April 1 at 82.2 per cent. of normal, against 91.3 per cent. on April 1, 1908, and 86.6 per cent. as the average condition for the past 10 years on April 1. Reckoning by the old method, the indicated yield is 436,- 000,000 bushels, or 1,900,000 bushels below the harvest of 1908. Figured according to the new method, the indi- cated yield of winter wheat this year is 373.550,000 bushels. THE IRON AGE April 15, 1909 High Speed Hydraulic Forging Presses. Hydraulic forging presses have practically replaced steam hammers in Europe. This change in practice had its beginning in the introducing of such presses in the manufacture of gun forgings, armor plate and heavy general forgings. It was found that the heaviest steam hammers, notably the 125-ton hammer at South Bethle- hem, in this country, and many large hammers in Kurope, would only do work on the surface of the large ingots employed, overlapping if the blow was heavy, while the center of the ingot would stretch, making the grain large and accentuating imperfections. The reverse was found under the press, for it bulges the sides and ends of the ingots worked on, showing that the metal is worked uniformly through the mass. The hydraulic press was found quite rapid enough for these large forgings, on account of the time required to manipulate and work the ingot, but the installa- tion of high pressure pumps, accumulators, pipe lines and valves was found expensive in first cost and maintenance and was not rapid enough for me- dium size forgings. This led to the present type of high speed steam hydraulic installations which have been developed so re- markably by Davy Brothers, Ltd., Sheffield, England. The patents, drawings and all infor- mation for America, Canada and Mexico have been acquired by the United Engineering & Foun- dry Company, Pittsburgh, Pa., which manufactures two types of these machines. The four-column type, Fig. 1, is built in sizes from 300 to 12,000 tons capacity, and the single frame type, Fig. 2, is built in sizes from 150 to 400 tons ca- pacity. So effectively has this type of machine supplanted the steam hammer that it is stated that but very few hammers over 1500 Ib. have been installed in England, Germany, France or Austria within the past 10 years, and those previously operated have been replaced by hydraulic presses, and later by the high speed steam hydraulic type. In the operation of the Davy high speed type there are in- volved a press shown at the left of Fig. 1, having a cen- tral plunger actuated by water pressure from the steam hydraulic intensifier shown at the right of the same illustration, and having two steam balance cylin- ders, which are shown on the top of the entablature of the press. There is also a tank shown in the center, which contains air and water under about 60 lb. pressure. This tank is called the pre-filler. The controlling is ac- complished entirely by a single lever, which is an impor- tant feature of this press. Beginning the operation with the forging dies tegether as shown in Fig. 1, the operator will first pull this lever toward him, which admits steam to the balance cylinders and lifts the upper cross head to the desired hight, allowing the forging to be placed be- tween the dies. This operation forces the water from the press cylinder into the small intensifier cylinder un- til the plunger of the latter and also its steam piston is in its lowest position, any surplus water is then forced into the pre-filler, the check valve of which is opened by the first movement of the controlling lever. Should the cross head of the press have been lifted too high, the forward motion of the lever will exhaust the steam from April 15, 1909 the balance cylinders and permit the upper die to rest on or just clear the forging. At the same time the water from the pre-filler being under light air pressure fills any space in the water system between the intensifier and the press cylinder. The machine is now ready to commence the work of pressing and the lever is next thrown forward of the center position which places the balance cylinders under constant steam pressure and makes a steam spring. A little farther motion forward of the lever opens the steam valve to the bottom of the steam intensifier cylinder. The piston ascends, forcing the water from the small cylinder into the press cylinder, thus forcing the upper die down and pressing the forging. A back pull of the Fig. 2.—Rapid Action Steam-Hydraulic Forging Press, Single Frame Type. lever exhausts the steam from the intensifier, and the press head lifts enough to clear the forging, a forward stroke presses, and so on. The position of the lever determines the angularity of the flat bar shown on the right of the intensifier in Fig. 1, which is operated upon by the movable roller attached to the intensifier piston rod, and this controls the steam cut-off or stroke of the intensifier, or, in other words, the press head follows the motion of the operator’s hand, slow or fast, high or low, and can be operated as fast as 120 strokes per min- ute fot small machines and up to such speeds on large ones as the manipulating of the forging will allow. It will be noticed that the operation requires only the handling of valves under steam pressure, thus avoiding much of the trouble in hydraulic presses. A quick bend in the flat bar referred to serves to throw out the steam and opens the exhaust valve through floating levers in- dependently of the control lever, preventing overstroke of the piston in case of slip or accident to the forging. The action of the single frame type forging press illustrated in Fig. 2 is essentially the same, but the con- struction is somewhat modified, as will be seen. The THE IRON AGE 1189 steam lifting cylinder, there being only one in this case, is placed above the hydraulic pressing cylinder and connects with the plunger by side rods in the manner shown. The intensifier is practically a self-contained part with the press and its control is similar to that already described, from a hand lever located on the side of the frame of the press, as will be seen. The frame of the press itself is used as a pre-filler tank, which makes the machine entirely self-contained and saves space. A notable attestation to the merit of the process is the German Government specifications for steel forgings worked by rolls, hammer or press. Forgings made from rolled or hammered steel must have the initial section at least eight times the finished section, while those made from pressed steel are required to have only four times the finished section. It is claimed that the high speed steam hydraulic presses will do double the work with one-half the steam consumption as compared with the steam hammer. No especially massive foundations are used, such as a steam hammer requires, and all noise, vibration and destruction to the machine is eliminated, thus making a large saving in the cost of up-keep. This type of high speed steam hydraulic press, besides being used for all classes of forging, is well adapted for die forging, flanging, pressing and shearing. ————_»>-e—_—__—__- The Hadfield’s Steel Foundry Company.—The an- nual meeting of the shareholders of Hadfield’s Steel Foundry Company, Ltd., was held in Sheffield, England, March 23. Sir Robert Hadfield presided. After the re- ports were read it was decided that in addition to the interim dividend of 1 shilling per share of August 22 last a further dividend of 2 shillings per share, with a bonus of 6 pence per share, be paid. Sir Robert Hadfield made an address, stating that the year 1908 had been one of great trade depression and its effects had been seen in most balance sheets. Owing to the enormous increase in the productive power of the country, competition had been increased to an extent the like of which had never been experienced before. He stated, however, that bad as trade had been English manufacturers had not been tested to the extent to which manufacturers in the United States of America had been tried. The depression was not only national, but-international, and in this respect was probably unique. However, there was the comfort that while trade could not always be very good, neither could it always be very bad. He felt sure that before long a change for the better must take place. Regarding the company’s balance sheet, Sir Robert pointed out that it now had the very handsome sum of £398,000 in liquid assets, as against £379,000 in 1907. —__3--@ Lake Champlain Iron Ores.—Witherbee, Sherman & Co., Ine., 2 Rector street, New York, have put out an attractive booklet containing illustrations of their iron mines and separating plants at Mineville, N. Y., and giving analyses of their ores and of those from the “21” group of mines of the Port Henry Iron Ore Company and of the Cheever Iron Ore Company, Port Henry, N. Y., for which they are sales agents. The ores illustrated include “ Old Bed 21” lump ore for puddling and basic open hearth furnaces, “ Old Bed 21” ore for blast furnace use, Old Bed concentrated ore of 65.84 per cent. iron, 0.72 per cent. phosphorus, 3.02 per cent. silica and 2.36 per cent. lime; Old Bed cobbed ore of 63 per cent. iron, 1.18 per cent. phosphorus, 3.50 per cent. silica and 4.50 per cent. lime; Harmony ore, a coarse, granular ore, electrically cobbed ; Cheever concentrated ore of 65.15 per cent. iron and 0.101 per cent. phosphorus, and special high grade concentrates running as high as 71 per cent. in iron and as low as 0.017 per cent. phosphorus. Har- mony tailings containing 50 to €0 per cent. silica are offered as equal to crushed granite and as making con- crete 25 per cent. stronger than sand. [Illustrations are given of miners’ houses built of concrete blocks from these tailings. ——— +—-e____ G. K. Hooper, engineer, will remove his office this month to the City Investing Building, 165 Broadway, New York. 1190 THE Ore Distribution at the Base of the Blast Furnace. The efforts of blast furnace engineers to secure the proper distribution of stock as it is charged into the furnace have been almost entirely confined to special forms of top construction. Various distributers, bearing the names of their inventors, are in use on blast fur- naces built in the past dozen years. To some of these there is the objection that they are complicated, and, therefore, that the wreckage resulting from an explosion would be costly both in damage and loss of time. The ditficulty of access for adjusting any derangement of top apparatus is also a factor, and the hot gases given off at the top have not conduced to the efficient working of some of the devices offered for the cure of faulty dis- tribution. The problem of automatic charging in the main is to dump a skip containing ore of different sizes in such a way that the lumps and fines will be distribut- ed equally around the furnace bell. The use of a cylin- drical bucket, as at the four furnaces of the original Duquesne group, has proved its efficacy as against the skip, but the skip, owing to the rapidity with which it handles material and its economy in operation, is still IRON AGE Fig. 2. The scale mechanism is carried between the platform a and the car frame 0b, the platform being suspended from the frame. The platform is supported on beams, connected by brackets to the scale levers. The latter are bolted at one end to the car body, while the movable ends are connected with. multiple levers fulcrumed to the overhanging beams ¢, which are carried on the car body. The movable ends of the multiple levers are connected to a scale lever which is fulcrumed to the overhanging beam d on the car body, the moving end of the scale lever being connected by a rod with finger beams located in the beam box e on the larry car. On the platform @ are rotating bucket supports f, pro- vided with vertical shafts g, secured in the central bear- ings in the platform so as to be rotatable. At h are antifriction rollers. Spur gear teeth in the peripheries of the bucket support mesh with teeth on the spur pinions k and k’. The pinion is mounted on the vertical shaft 1, provided with a bevel gear which meshes with a similar bevel gear on the slow down mechanism connect- ed with the driving motor 0. The stem r on the ore bucket has a T-head, by which it is caught up by the bifurcated hook on the carriage traversing the hoist incline. The object of the construction described is to secure QO li i alacant cial ad April 15, 1909 Fig. 1—Scale Car and Mechanism for Rotating Ore Buckets to Secure Proper Distribution of Ore. generally employed in spite of the high expense often entailed for furnace linings. The long runs of the original Duquesne furnaces on their linings are well known. These results were ap- parently influential in the adoption of the Neeland bucket for a Youngstown, Ohio, furnace, together with a re- volving platform carrying two ore buckets at the base of the furnace, which permitted of the rapid transfer of the loaded and the empty bucket at the foot of the incline. A blast furnace charging apparatus on which Am- brose N. Diehl, blast furnace superintendent at the Duquesne Works of the Carnegie Steel Company, has obtained a patent transfers the distribution of the stock to the base of the furnace. Mr. Diehl’s method has been introduced at the new Duquesne furnaces and a description of it as given in the patent specification will, therefore, be of interest. The ore bucket is the same as that used at the older Duquesne furnaces—one of the features of the Neeland charging apparatus as de- scribed in The Iron Age of March 25, 1897, page 5. It is a cylindrical sheet of %-in. steel and as carried on the scale car it rests upon a conical bottom in the apex of which a stem is fixed from which the whole is suspended. The electrically driven scale car, which traverses the track underneath the ore bins, carries two of these buckets, as shown in Fig. 1 and in the end view, the rotation of the ore bucket while it is being filled from the ore bins. Thus the ore is so deposited as to form a spiral column of coarse material and a similar column of fine material. This alternation in spirals, of coarse and fine material, has been found to be the uni- form result of the rotation of a cylindrical receptacle into which material was discharged from a chute during such rotation. The more revolutions the bucket makes the nearer equal will be the proportions of coarse and fine material in each vertical plane passing through the center of the bucket. After the first bucket carried on the car is filled the procedure is repeated with the sec- ond bucket and the car is then run to the foot of the hoist incline. The top construction at the new Duquesne furnaces is understood to be the same as at the old furnaces, the Neeland apparatus being used. As the loaded bucket is placed in position on the top of the furnace hopper the bucket bottom is lowered, permitting the ore to flow out in an annular sheet into the hopper. No part of the distribution is accomplished at the top of the furnace except such as is secured through the use of baffle plates. Where the buckets are not continuously rotated on the seale car while being filled they are made to rotate sufficiently to bring them into different positions between the time they are placed on the car after having been emptied at the furnace top and the time when they are April 15, 1909 Fig. 2.—End View of Scale Car Equipped with Drop Bottom Bucket. again in position to be lifted by the bucket carriage on the hoist incline. In this way a change is made in the angular position of the imaginary vertical plane dividing the coarse, lumpy ore from the finer ore in the bucket. as well as a change in the relative position of the lumpy ore in successive charges emptied into the top of the farnace. oe A Chicago Special Train for the Foundrymen’s Convention in Cincinnati. Arrangements have been made by the Associated Foundry Foremen of Chicago and vicinity for transporta- tion accommodations for those desiring to attend the an- nual meeting of the American Foundrymen’s Association and allied organizations, to be held in Cincinnati, May 17 to 22. A special Pullman train over the Pennsylvania lines will leave the Union Depot, Madison and Canal streets, Sunday, May 16, at midnight, arriving at Cin- cinnati at 8 a. m. This schedule will afford an opportu- nity for out of town foundrymen, without unnecessary loss of time from their business, to be present at the opening sessions of the American Foundry Foremen’s As- sociation and the Foundry and Manufacturers’ Supply As- sociation, which will be held May 17. Other organizations, including the Milwaukee Association and the Tri-City Association of Rock Island, Davenport and Moline, have signified their intention of sending delegations to ac- company the Chicago members. It is expected that one of the largest and most in- structive exhibits of foundry appliances ever shown in conjunction with these meetings will be provided by the Foundry and Manufacturers’ Supply Association. The value of these exhibits to foundrymen as a means of acquiring useful information concerning the progressive features of the foundry business, is fully appreciated by the trade, and no pains will be spared on this occasion to eclipse all former efforts. A pleasing programme of entertainment has been arranged for visiting members of the several associations by committees representing the THE IRON E AGE 1191 foundrymen and civic authorities of Cincinnati. The papers read and discussed at these meetings are devoted exclusively to topics of educational interest along tech- nical lines and are designed to bring out information of practical value in foundry practice. It is expected that the auxiliary associations already formed will be sup- plemented at this time by the organization of the Ameri- can Metal Platers’ Association. Special conveniences for the care and comfort of ladies accompanying the Chicago delegation have been provided. Those desiring reservations on the special Pullman train should communicate with Bugene W. Smith, chairman, 434 Franklin avenue, Austin Station, Chicago. sa itil calcite tas An"Improved Kidder Boring Machine. A new boring machine for woodworking, brought out by R. E. Kidder, Worcester, Mass., is shown in the il- lustration. The treadle operates a lever arm fulcrumed at the back of the column and carrying a gear segment engaging a rack cut on the back of the spindle quill. The spindle is balanced by a coil spring attached to an arm on top of the frame, making it self-contained. The head has a vertical movement of 6% in. Two stops regulate its travel, so that any limits within the range may be had. One adjustable stop is on the lower arm of the spindle head, controlling the downward stroke, while the stop just above the treadle controls the upward stroke. To provide for tightening the driving belt the bracket carrying the driving pulley has a vertical adjustment of 2 in. on the column. The face of the bracket and the column are tongued together to preserve alignment dur- ing adjustment, which is obtained by loosening thé clamp- An Improved Wood Boring Machine Built by R. E. Kidder, Worcester, Mass. / ing bolts and moving the bracket downward by means of a screw, which tightens the belt. The spindle is of crucible steel, running in babbitt boxes. The table is 20 x 386 in. and has a vertical movement of 21 in. It is counterbalanced by a weight inside the column. 1192 THE IRON AGE Cylinders Repaired by Autogenous Welding. BY HENRY CAVE. Broken automobile engine cylinders can be divided into three classes, which cover at least 90 per cent. of them, and the majority can be satisfactorily repaired by means of the oxy-acetylene flame. The following describes such work as done by the Autogenous Welding Equip- ment Company, Springfield, Mass., with Davis-Bournon- ville apparatus.* Cylinders with cracks are sometimes brazed, but owing to the necessity of heating the whole cylinder to a good red heat, to even up the contraction strains, so as not to crack when cooling, the bore of the cylinder is likely to be warped. Such a job usually requires much finishing, as the spelter and flux spreads considerably and is hard to remove. Also, owing to the dirt and rust being de- posited in the crack, it is difficult to get a braze below the surface. The large amount of heat used wili some- times crack the cylinder somewhere else. Water Jackets Broken by Freeziug. The largest class of cylinder breakages is mainly due to carelessness or misfortune, probably in most cases the former, and results from allowing the water in the jacket Fig. 1—A Group of Automobile Engine Cylinders Repaired by Welding with the Oxy-Acetylene Torch. to become frozen up, breaking the water jacket wall. This cannot always be termed carelessness; the writer has known an automobile to have all its water jackets cracked as early as the middle of October, when the owner had no thought of such a thing being possible. He has also known of cars being stalled on the road in cold weather when the driver opened the drain cocks before going for help, but upon his return found the water frozen, with the usual results; this probably was due to too small drain cocks. Frequently when a car is shipped by rail in winter, although the drain cocks were opened, its cylinders have cracked, due to pockets in the water system and sometimes very small ones which did not drain. Cylinders cast from the same pattern will generally break in the same place from freezing. Often the break causes a piece of the wall of the water jacket to be entirely detached, and the breaks occur so near alike, in similar cylinders, that it would be possible * For a description of this apparatus see The Iron Age, Jan- uary 7, 1909. April 15, 1909 » Fig. 2.—-Broken Cylinders Before Repairing. to take the detached piece from one and weld it into another, even the smaller irregularities coinciding. When a break of this nature is autogenously welded, by means of the oxy-acetylene flame, the crack or edge of the broken part is prepared so as to leave a groove nearly through the metal. The whole part is then heated to about 500 degrees uniformly. This is not enough to warp the bore, as has been repeatedly proved by careful measurements before and after treatment. The sides of the groove are fused together and filled from a rod of cast iron; the resulting weld being very neat in appear- ance, not generally requiring any finishing, and is as strong as the original wall. Owing to the intense and concentrated heat of the flame it fuses the metal before the heat has time to spread, so that there is seldom trouble from cracking when the metal contracts in cool- ing. Cylinders A, F, H and I, Fig. 1, were welded in this manner. The weld on F, which was along the chalk line, was ground off so that all signs of it are eliminated. <A piece of the water jacket had been knocked out of cylin- der H when the casting was being smoothed up ready for painting at the factory; the successful welding, however, saved the cylinder. A crack along the top corner of I is shown welded. J and K, Fig. 2, show common types of breakages which are being satisfactorily welded up every day. Both are grooved out ready for welding. Cylinder Walls Broken. The next class of breakages, in order of frequency of occurrence, are those in which the wall of the cylinder, combustion or valve chamber is broken or cracked. These are usually due to freezing, but some are due to the de- signer making a flat surface too large without adequate ribbing to support the intermittent pressure of the ex- plosion. Others occur from breaking of the connecting rod, allowing the piston to strike the top of the cylinder. Damage due to this cause is more frequent in two- Fig. 3. Fig. 4. Before and After Completing a Repair in the Cylinder Wall, to Reach Which It Was Necessary to Cut Through the Jacket Wall. Re _April 15, 1909 Fig. 5.—.A Jacket Wall Closed with a Piece of Sheet Steel and a Broken Flange Repaired. cycle engines, as the deflector on the piston readily punches a hole in the combustion chamber wall. Fig. é shows a cylinder having this defect, and Fig. 4 shows the outside after welding. This kind of break also often oc- curs from foreign substances, such as the head of a broken valve, getting between the piston and the cylinder head. These breakages are the most difficult to repair, as it is necessary to cut out a section of the water jacket to be able to work on the inner wall, unless the break happens to be opposite a large hand hole. It can be readily seen that it is impossible to save the casting wien the break occurs between two cylinders or behind the valve cham- ber, as it is impossible to reach these parts with this small flame. If the crack is in the bore care must be taken to weld to only within a sixteenth of an inch of the bore, or the finished surface will be spoiled; the crack left in this way. is of little importance. Sufficient metal is built on the outside so that there is no doubt about the strength. After welding the bréak the section of the water jacket which was removed is welded back in place. As it is often impossible to determine the length or exact locality of the cracks before cutting away the jacket and it is desirable to remove as small a section.as possible, additional pieces quite frequently have to be cut out, necessitating welding a number of small pieces back in place when finishing the job. This is sometimes im- possible, and a sheet steel substitute must be hammered out and welded in place. With care this can be shaped so as to coincide with the piece removed, and cannot be detected when complete. A case of this kind is shown at B, in Fig. 1. The part cut away is shown satisfac- torily replaced by sheet steel at M in Fig. 5. The water in freezing will often crack both the water jacket and cylinder wall. The former, being readily seen, is generally thought to be the full extent of the damage, particularly as it is practically impossible to make a test until the crack is repaired. The work may then have to be cut out if further defects are found. This was the case in the cylinder shown at A in Fig. 1. The right angle crack was first welded. The break ex- Fig. 6.—- Another Repair Made by Fig. 7.—An Extra Igniter Cutting Through the Jacket Wall. Boss Added to a Cylinder. THE IRON AGE 1193 tending from below the hole shown cut out across the other side was next welded and the cover replaced. A similar break then: being discovered in the other cylin- der, the relief cock bosses for both cylinders were en- tirely detached and later welded back in place. The cover plate on the cylinder M, shown in Fig. 5, was also broken in freezing, at the same time as the eylinder wall was broken, and is shown welded up. Fig. 6 shows a cylinder after welding a crack 8 in. long, located at the corner of the combustion head. The part cut out of the water jacket is also shown. It will be noticed that this involved cutting through a support- ing foot. The part successfully welded back in place is shown at C in Figy 1. The cylinder E, shown in Fig. 1, had a hole to be welded for which it was thought necessary to remove the section shown chalked. A large addition, however, had to be cut so as to take care of a crack running down the side; the two pieces removed were welded together before they were replaced. Broken Flanges. The next series of breakages in point of number are those in which all, or a portion of the flange, which Fig. 9—The Same Cylinders Repaired. holds the cylinder to the crank case, is broken away, either due to there being insufficient metal to withstand the strain or to carelessness in assembling. These break- ages occur in two ways: the wall of the cylinder may be broken away or part of the flange may be broken off. In the latter case it is an easy matter to make the repair, but when the break runs through into the bore of the cylinder considerable care is required. It is first neces- sary to consider whether it is desirable to weld in the bore, which would then require machining, or at any rate filing out, or only groove and weld from the outside to within a sixteenth of an inch of the face, sufficient metal being added to the outside to insure ample strength. This, of course, leaves the crack on the inside, which can, however, be smoothed down, and is not objectionable in a repair job, as it does not interfere with the satisfactory operation of the motor in any way. As cast iron is added to the outside, the shrinkage often draws up the corners slightly out of line. This can be taken care of Se = | | | | | 1194 THE IRON AGE by trimming off the face if most of the corners have been welded on a single cylinder, as is shown at D in Fig. 1, but if only one corner is welded on, as in N, Fig. 5, or several cylinders are cast together, as in Figs. $ and 9, cast iron must be added to the face and can then be filed off level, as has been done in Fig. 9. It would also be necessary to add metal to the face when welding the break shown at L in Fig. 2. Other Repairs, In addition to these three classes there is a large variety of other breakages, no two of which are alike, that can be remedied successfully by the oxy-acetylene torch, such as broken inlet and exhaust flanges, holes knocked through the barrel of the eylinder by broken connecting rods, welding on of broken supporting brackets, as shown at G in Fig. 1, the arm shown having been entirely detached. In addition to this, considerable welding can be car- ried out for the manufacturer, such as the welding on of additional bosses for dual ignition systems, as shown in Fig. 7, building up bosses that did not fill in casting, welding porous spots which show up after machining, or adding metal anywhere it may be required. _——»>-e The Marvel No. 2 Hack Saw. A new power hack saw, built upon the same general lines as the Marvel No. 1, described in The Iron Age, August 27, 1908, but designed for heavier work, has just been brought out by the Armstrong-Blum Mfg. Company, Chicago. In addition to its heavy construction, the tool contains several new features, the most important of which is a quick acting heavy vise arranged to swivel both ways, thus permitting the insertion of material in angular positions for cutting angles on either side. The vise rests upon a flat top table from which it may be easily removed. A T slot in this table affords means of clamping and holding work of irregular shape that can- not be conveniently held in the vise, thus materially in- creasing the range of work that may be cut by the saw. To secure greater rigidity of the saw, especially when The Marvel No. 2 Power Hack Saw, Made by the Armstrong- Blum Mfg. Company, Chicago. using short lengths, a brace rod extending from the front blade clamp to the upper part of the frame has been in- troduced. The feed lever at the top which also serves to raise and lower the saw and hold it at any position, is provided with a tension thumb screw to regulate the feed when sawing medium and light material, and when oper- ating upon such work is left engaged. The machine has a stroke adjustable from 4 to 6% in. with capacity for cutting 6 x 6 in. material on the long stroke and 8 x 8 in. on the short stroke. It uses saw blades from 12 to 17 in. long, operates at a speed of 50 to 70 rev. per min. and weighs 260 Ib. ——_.9---————_—_-. March was the month of heaviest anthracite produc- tion in the history of the trade. The marketable output in the United States was 6,332,474 tons, an increase of 1,566,316 tons over March, 1908, and 535,307 tons more than was ever produced in that month. The largest pre- vious month's shipments, in October, 1907, were 6,108,065 tons. ——————__ ~9 o<—__——- The Seabrook-Box Differential Car Axle. Of the many differential railroad car axles that have been made the Seabrook-Box axle is declared to be the only one put together without bolts, screws or rivets, and to be stronger than a rigid axle. It is claimed to be at least 50 per cent. stronger, and the contention<is borne out by the illustrations, which show the construction so plainly that a description is unnecessary. The Western Engineering Company, 501 Herman W. Hellman Build- ing, Los Angeles, Cal., has recently equipped one of the The Seabrook-Box Differential Railroad Car Axle. TEE eet YY $8 > LK PRESS Fit ' ' | JOURNAL FIT e COLLAR PRESSEQ ON END OF AXLE, UPSET AND RIVETED OVER Detail Section of the Axle Joint. Santa Fé Railroad’s oil cars with these axles, and has made exhaustive tests in the San Bernardino yards. The car is now in service between the Olinda oil fields in California and Victorville, Cal. This necessitates the car running over the Cojon Pass, the other side of the Sierra Madre mountains on each trip, which is consid- ered one of the most difficult sections of road to operate in the United States, as the grades are a trifle less than 4 per cent., and curves are very numerous. It has been found that on a perfectly tangent track there is constant movement in the differential joint of the axle. The car was run around the sharpest curve in the San Bernardino yards at the greatest possible speed. Previously the flanges of the wheels were chalked and it was found that the chalk was not rubbed off after pass- ing over the curve several times. This curve is so sharp that it is impossible to run the large locomotives around it. One of the company’s claims for the axle is an in- crease of braking efficiency of at least 25 per cent. To test the braking action the car was run at high speed and then the emergency brake was applied. This was done several times, and it was found that all the wheels of the locomotive would slide, but that the wheels of the ear would continue to roll, showing that not only is the traction increased, thereby increasing the efficiency, but the differential axle allows each wheel on the tangent to find its natural bearing on the rail, doing away with the crowding and grinding of the flange. This was most ap- parent on this test car. The flanges very seldom touched the rail at all under high or low speed. The company is now equipping the idle axles of an electric car on the San Bernardino Valley Traction Company’s line. It is expected that at least 20 per cent. will be added to the efficiency of the car on any of the roads. It will permit the car being driven around curves with at least 20 per cent. less power, as it breaks up the four corners of the curves by having two loose wheels on each truck. It is also intended to equip a train of 30 100,000-lb. capacity coal cars on the Santa Fé road and a passenger train. April 15, 1909 | <n April 15, 1909 The Philadelphia Foundrymen’s Association. The regular monthly meeting of the Philadelphia Foundrymen’s Association was held at the Manufactur- ers’ Club on the evening of April 7. Horace L. Haldeman occupied the chair. Walter Wood, chairman of the Committee on Pig Iron Specifications, reported that an extended conference had been held between members of the committee, a subcommittee of the American Foun- drymen'’s Association, represented by Henry .A. Car- penter, Stanley G. Flagg, Jr., and Herbert EB. Field, and a subcommittee of producers, representing the American Society for Testing Materials, composed of Noah H. Swayne, 2d, Edgar B. Cook and G. F. Eldridge. A num- ber of important suggestions were made and the follow- ing report was presented : Proposed Standard Specifications for Buying Foundry Pig iron, It is recommended that foundry pig iron be bought by analysis, and that when so bought these standard specifications be used. Sampling and Analysis. Each carload, or its equivalent, shall be considered as a unit in sampling. One pig of machine cast, or one-half pig of sand cast, iron shall be taken to every 4 tons in the car, and shall be selected from different parts of the car. Drillings shall be taken so as to fairly represent the compo- sition of the pig as cast. An equal weight of the drillings from each pig shall be thoroughly mixed to make up the saniple for analysis. In case of dispute, the sample and analysis shall be made by an independent chemist, mutually agreed upon, if practicable at the time the contract is made. It is recommended that the standard methods of the Ameri- can Foundrymen’s Association be used for analysis. Gravimetric methods shall be used for sulphur analysis, unless otherwise specified in the contract. The cost of resampling and reanalysis shall be borne by the party in error. In order that there may be uniformity in quotations, the following percentages and variations shall be used. (These specifications do not advise that all five elements be specified in all contracts for pig iron, but do recommend that when these elements are specified the following percentages be used.) SILICON. SULPHUR. TOTAL PHOSPHORUS. MANGANESE. 0.25 allowed Maximum. CARBON. 0.150 allowed 0.20 allowed either way. ~% Code, Minimum. eitherway. either way % Code. 0.04..Sa. % Code, % Code, % Code. 1.00. .La. 0.05..Se. 3.00..Ca. 0.20..Pa. 0.20. .Ma. 1.25..LaX. 90.06. .8i1. 8.20..Ce. 0.40..Pe, 0.40. . Me. 1.50. .le. 0.07..80. 3.40. .Ci. 0.60. . Pi. 0.60. . Mi. 1.75..LeX. 0.08..Su. 3.60..Co. 0.80..Po. 0.80. .Mo. 2.00. . Li. 0.09..Sy. 3.80..Cu. 1.00. .Pu. 1.00. .Mu. 2.25. .LiX 0.10. . Sh. 1.25. . Py. 1.25. . My. 2.50. .Lo. 1.50. . Ph. 1.50. .Mh. 2.75. .Lox 3.00. .Lu 3.25. . Lux, In case of phosphorus and manganese, the percentages may be used as maximum or minimum figures, but unless so specified they will be considered to include the variation above given: Base or Quoting Price. For market quotations an iron 2 per cent, in silicon (with variation of 0.25 either way) and sulphur 0.05 (maximum) shall be taken as the base. The following table may be filled out, and may become a part of the contract. “B,” or base, represents the price agreed upon for a pig iron running 2 in silicon (with allowed varia- tions of 0.25 either way) and under 0.05 sulphur. “C” is a constant differential to be determined at the time the contract is made. (It is recommended that “C” be 25 cents per ton.) This table is to be used for settling any difference which may arise in filling a contract, as explained under Penalties and Allowances, and may be used to regulate the price of a grade of pig iron which the purchaser desires, and seller agrees to sub- stitute for the one originally specified. Silicon percentages allow 0.25 variation either way. Sulphur percentages are maxi- mum. Silicon. Sulphur .....3.50 3.00 2.50 2.00 1.50 1.00 Gicccetacan B+5C B+4C B+3C B+2C B+C B CR ont veeu B+4C B+3C B+2C B+2 B B—C a ee eee B+8C B+2C B+C B B—C B-2C OMe B+2C B+C B BC B—2Cc B-3SC ORFs o vives B+C B B—C B—2C B—3C B-—4C O08: vccksude B B—C B-—2C B—3C B-4C B—5C Oss cs cana B—C B—2C B-—3C B-4C B-—5C B-—6C ft Peer B—2C B-3C B-4C B-—5C B-6C B-—7C Penalties. In case the iron, when delivered, does not conform to the specifications, the buyer shall have the option of either refusing the iron or accepting it on the basis shown in the above table, which must be filled out at the time the contract is made. Allowances, In case the furnace cannot for any good reason deliver the iron as specified at the time delivery is due, the purchaser may THE IRON AGE 1195 at his option accept any other analysis which the furnace can deliver; the price to be determined by the base table above, which must be filled out at the time the contract is made. On motion of Mr. Wood it was decided that at the -May meeting of the association the various points of the report shall be taken up and discussed in detail, previous to which a copy shall be sent each member, and that an invitation shall be given to all the producers and con- sumers of pig iron in this and the adjoining territories to attend the meeting and_ participate in the discussion, so that a concrete opinion of the report can be given at the annual convention of the American Foundrymen’s Association later in the month. The paper for the evening’s discussion was on the tariff issue, by Col. Albert Clarke, secretary of the Home Market Club, Boston, Mass. A report of it is given on another page. In the discussion which followed W. W. Hearne and H. L. Haldeman made brief remarks regard- ing the efforts of the pig iron producers to have the duty on pig iron placed at $3 per ton, instead of $2.50, as scheduled in the Payne bill, and it was believed that they would be successful. Colonel Clarke was tendered a unanimous vote of thanks for his very interesting paper. After adjournment luncheon was served in the dining room of the club. At the next meeting of the association Charles BE. Forster of the Taylor Instrument Company, Rochester, N. Y., will present a paper describ- ing a new pyrometer which that company has brought out. ——_9-+-e——___—_ The Webco Pipe Union. The pipe union illustrated, known as the Webco, has as its essential feature bronze to iron seats, with no cast iron contacts, designed to give a perfectly tight joint at the back as well as on the face of the ring. The nickel- bronze seat ring is inserted under hydraulic pressure, making practically one solid piece of the two metals and is proportioned to give the correct amount of metal to effect an equalizing contact on the bearings; any further ex- pansion of the bronze has a compensating effect to dis- tribute the pressure equally. The ring is held in place