The Iron Age 1909-12-23: Vol 84 Iss 26

DEC 24 1909 THE Classified List of Advertisers “ . Advertising and Subscription Rates “* 1918 INGOT MOLDS All Sizes ——— Capacity 250 Tons Dally IRON CASTINGS REED F. BLAIR & GO., Pts, The original and only Genuine os _ **§TILLSON STILLSON WRENCH ’”’ is manufactured by WALWORTH MFG. CO., Besten, U.S. A. And bears their registered Trade-Mark ——$—__——$— BRISTOL'S PATENT STEEL LACINS BELT | | The Bristol! Company, Weterbury, Ct. MILLWRIGHTING =A NEW BOOK By JAS. F. HOBART, 6x9”, 401 Pages, 141 INtustrations. Price $3, Delivered. David Williams Co. 4-16 Park Place, NEW YORK. TURNBUCKLES Cleveland Clty Forge and Iron Co., Cleveland, 0. TURN BUCH UES | MERRILL BROS. | ee Maspeth, New York, N. ¥. FOUNDRY IRON Trust Bidg., Phil PILLING & CRANE feove pic. tevter UFAIN * DE IN AMERICA and THE SEST IN THE oe E 00., Mich., U. | i i “Tae meee Win "Can. When you are considering the roof, consider a good one— MF 32 pounds coating ROOFING TIN Will meet your every demand in a roof covering AMERICAN SHEET AND TIN PLATE COMPANY Friek Buliding Pittsburgh, Pe. See our ad on page 19 IRON AGE Published every Thursday Morning by David Williams Co., 14-16 Park Place, New York. 5 00 fear, includi P ‘ Vol. 84: No. 26. New York, Thursday, December 23, 1909. tae ae Reading Matter Contents....... page 1917 : a SR NS ——: Alphabetical Index to Advertisers ‘* 166 BIG GAME: CARTRIDGES For Reméagton and all other Rifles The Civil War invented breech loading rifles and U.M.C. cartridges. Every new breech loader has had a U.M.C. cartridge designed for it by our cartridge specialists, U.M.C. were America’s first metallic car- tridges manufactured in large quantities. That was 50 years ago. To-day, as then, they lead the world. Put U.M.C. cartridges on your shelves for every rifle in your community. U.M.C. Cartridges carried the day at the Military Shoots of 1909. THE UNION METALLIC CARTRIDGE CO. BRIDGEPORT, CONN. Agency, 315 Broadway, New York City WATER TUBE The Babcock & Wilcox Co., BOILERS See page 67 85 imanty Gtvoet The New Building Estimator An Indispensable Aid to Contractors It gives cost data on all classes of building construction and equipment, with helpful analysis, and with material, labor and time figured in full detail. “ Assembles a surprisingly large amount of cost data and fillaa real need in the contracting field.”— American Architect. “A grand book. Covers the poet completely. “M. L. HOLMES, “Of the Manufacturers’ Appraisal Co.” “* Have never seen a book that treats the subject so thoroughly, “C. M. CRUIKSHANK, Gen. Mgr., “William Cruikshank’s Sons Repair Co.” A 437-Page Handbook with a 13-Page Cress Reference Index. Price, $2.50, Delivered. Published by DAVID WILLIAMS CO., 14-16 Park Place, New York JenKins Bros. Valves The high quality possessed by these valves has earned for them a repu- tation that is world wide. In 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. Be J ENKINS BROS., New York, Boston, Philadelphia, Chicago “Swedoh” Cold Rolled Stool, Drawing» Stamping THE AMERICAN TUBE & STAMPING COMPANY SEB 3 5 (Water and Rail Delivery) Bripesporr, Cox. PAGE ~ MAGNOLIA rex METAL » The Standard Babbitt of the World We manufacture oe See Babbits s MAGNOLIA METAL CO. New York: 115 Bank St. Chicago: Fisher Building, Montreal; 31 St, Nicholas St, PATS Os Se Sack. SETS SESS SESS DET h DSS >PPPPrPPPrePUeOUTCUVELUIEL IIL / FOLLANSBEE 2 THE IRON AGE The Plume & Atwood Mfg, Co, SHEET BRASS } WIRE Manufacturers of GERMAN {ie iene teenion aie HR 0S 6 0 Goods in great variety = nt . SILVER 7 279 mecmmates tee York eens Branches, Chicago San Francisco FOLLANSBEE Pat. Leveled Sign Brass *312620:, com. WE22Stiy, con No Buckles, Clean Surface, |= ype end Polished or Plain SPARADY BEAM. 1900, 1000 Bhemaaed PAT. LEVELED GERMAN SILVER | KX foricticring purgoses, Write us now Polished or Plain for Soda if you wish us to reserve a copy for you. Water and Bar Fixtures MATTHEWS of PITTSBURG SHEETS Low Brass, Gilding and Bronze Founded 1850 ARE Metal, Sheet, Rod and Wire most Manufactured Goods SCOVILL MFG. CO. ee in Great Variety BRASS, GERMAN SILVER, Sheets, Rolls, Wire, and Rods. B RIG HT CHARCOAL Waterbury Brass Co. TINPLATE aoa CONN. 1 Cliff St., New York Providence, R.I. Bridgeport Deoxidized Bronze FOLLANSBEE BLUE & Metal Co. FOLLANSBEE POLISHED BRIDGEPORT, CONN. ee STEEL SHEETS || Phosphor and Deoxidizea |H@MY Souther Engineering Go. HARTFORD, CONN. Brass Shells, Cups, Hinges, Buttons, Lamp Goods. - aos <<a Special Brass Goods to Order. | 4A Aa AA * ~<( 4 S\ SUPERIOR FINISHES r/ Factories WATERBURY, CONN. Chad A ~ Depots: NEW YORK CHICAGO BOSTON , FOR Bronze Consulting Chemists, Metallurgists STOVES, RANGES, ETC. Composition, Yellow Brass and Alumi- d Analyst num Castings, large and small and Analysis. Complete Physical Testing Laboratory, Expert Testimony in Court and Patent Cases. Arthur T, Rutter & Co, 256 Broadway, Matthiessen & Hegeler Zinc Co. LA SALLE, ILLINOIS SMELTERS OF SPELTER "AND MANUFACTURERS N EW Yo RK. SHEET ZINC AND SULPHURIC ACID Special Sises of Zinc cut to order, Rolled Battery Pilates WIRE, BRASS, COPPER Selected Plates for Etchers’ and Lithogrsphers’ use Selected Sheets for Paper and Oard Makers’ use. BRONZE AND GERMAN Stove and Washboard Bianks SILVER ZINCS FOR LECLANCHE BATTERY EAE AAT CAE M7are Wate |e Ss ee RN Meta | “PHONG-ELEGTRIC” Polished wide sheets, patent levelled, for soda foun- tains, bar fixtures etc. German silver for spinning. NICKEL ANODES 2245S: BRONZE, COPPER WIRE. “Is roves.” , TROLLEY, TELEPHONE in all forms Phono-Flectric and THE SEYMOUR MFG. CO., Seymour, Conn. TELEGRAPH SSS SS LINES. HENDRICKS BROTHERS o Mitts, BRIDGEPORT BRASS COMPANY elegraph B! Manufacturers of Conn. Broadway and Murray St. Sheet andBarCopper, CopperFireBoxPlates leecate and Staybolts, Wire and Braziers Rivets PHOSPHOR-BRONZE Ingot Copper, Block, Tin, Spelter, —_—_—_—_—_—_—_— Lead, Antimony, Bismuth, Nickel, etc. TTMETAL COL 49 CLIFF STREET ° e NEW YORK |™"" + x y maxx RIVERSIDE, Nd. ge ae THE IRON AGE New York, Thursday, December 23, 1909. A Murray Laboratory Engine. For use in the mechanical laboratory of the Uni- versity of Nebraska at Lincoln, Neb., the Murray Iron Works Company, Burlington, Iowa, has built a cross compound Corliss engine which is special in some of its details on account of the fact that is intended solely for the instruction of students in the conduct of en- gine tests. The flywheel, for example, has a flange on its rim extending inwardly to retain cooling water there are arrangements so that the engine may be run either condensing or noncondensing with or without steam in the reheating tubes in the receiver, and either engine may be run separately. There are also pipe con- nections from the main steam pipe to the cylinder barrel and the head jacket and from the jacket to traps fitted with valves, so that steam at various pressures can be admitted to any one or all of the jackets. The engine has 10 and 20 in. x 24 in. cylinders, and a rolling mill type of frame. It is capable of de- veloping 114 indicated horsepower at 125 rev. per min., Fig. 1—A Cross Compound Corliss Engine Built for the University of Nebraska by the Murray Iron Works Company, Burlington, Iowa. when the engine is run with a brake applied to the fly- wheel. The connecting rods have stub ends for the cross head pins, but strap ends for the crank pins, so that they can be quickly taken down when either side of the engine is to be run simple. The cross heads are fitted with babbitt faced adjustable shoes so arranged that they may be taken out and put back without re- moving the cross head from the guides or disconnect- ing it from the piston or connecting rods. It is fas- tened to the piston rod with a special screw thread, and is locked with a large nut. A counterweight is fur- nished to fit on the crank pin of either engine, so that when the connecting rod is disconnected and the other side is running simple the main shaft will still be in balance. Ten interchangeable governor pulleys are pro- vided so that engine may be run at various speeds from 60 to 150 rev. per min. A steel scale divided into I-100 in.is fastened to the governorcolumn and a pointer to the governor head to permit of reading the governor position while it is in motion. In the pipe connections with 150 lb. initial steam pressure and 26-in. vacuum when cutting off at about 0.16 stroke in the high pres- sure cylinders. Figs. 1 and 2 show two views of the engine, and Fig. 3 a plan showing the principal over- all dimensions and the floor space occupied. The high and low pressure cylinders are designed to safely withstand a steam pressure of 175 Ib. gauge after one reboring. The cylinders are steam jacketed on the barrels and heads for full boiler pressure or less, and the barrel jackets have expansion rings cast in them. The frames are one-piece castings, with oil re- taining rings around the base. The guides are bored, and the main bearing boxes are adjustable vertically and horizontally. The cylinder bases are of the ped- estal type, and extend under the valve gear with an oil retaining rim all around and have the dash pots bolted to them. The band balanced flywheel is 8 ft. in diameter by 16-in. face, and weighs 7500 Ib. It is cast in one piece and has a split clamp hub, and a water retaining flange 1870 THE IRON AGE December 23, 1909 Fig. 2.—A View of the High Pressure Side of the 10 and 20 by as before mentioned. The flywheel is mounted on a 9- in. shaft, which is 9434 in. long center to center of the crank pins. It is of mild steel, polished in the bear- ings, and is fitted with four eccentrics, a governor pul- ley and counterbalanced disk cranks, turned and pol- ished on the faces and rims. The main bearing is 7 x 14 in.; the crank pins, 374 x 4% in.; the cross head pins, 3 x 4% in., and the cross head shoes, 6% in. wide by 16% in. long. The pistons are of the solid type without follower bolts. They are fitted with self-adjusting sectional packing rings and Allan metal antifriction rings. The piston rods are forced into the pistons by hydraulic pressure, and are locked with a forged steel nut. The piston is recessed to receive the nut so as to reduce clearance. The valves and ports are of sufficient size 24-In. Murray Engine for an engine speed of 150 rev. per min. The steam valves open with the current of steam, and the exhaust valves entirely fill the chambers and have ports through them. The high and low pressure valve gears are op- erated by separate eccentrics, giving a cut-off range from lead to five-eighths of the stroke; the steam and ex- haust hook rods are fitted with disconnecting devices. The split eccentric straps are fitted with brass liners, so that they may be quickly removed and replaced with- out causing misadjustment of the valve gears. Acci- dent proof vacuum dash pots are bolted to the cylinder bases. The governor is of the Murray high speed fly ball type with ball bearings. The governor with the center weight is mounted on the low pressure frame, and is connected by a cross shaft to a stand on the high pres- 710k — ——— - 181644 ——_____— 1 Fig. 3.—Plan View of the Engine, Giving Principal Dimensions. December 23, 1909 sure frame fitted with roller bearings. The governor is so arranged that the cut-off in the low pressure cylin- der may be shortened or lengthened to increase or de- crease the receiver pressure. Between the engine cyl- inders is mounted a vertical type receiver fitted with tinned brass reheating tubes, relief valve, reducing valve and drain traps. On both cylinders spring loaded relief valves are provided and piping for the attach- ment of steam engine indicators, and indicator con- nections on the steam chest and throttle valves. Lu- brication is provided by a power driven cylinder oil pump on each engine connecting to a distributing sys- tem including telescoping tubes leading to the cross head pins and eccentrics, the pendulum centrifugal crank pin oilers and a full set of oil and grease cups. All of the gauges necessary in tests recording the pressures of the steam, vacuum in the condenser, &e., are mounted on a gauge board close to the engine. A revolution counter is attached to the engine. The com- plete weight of the engine is 45,600 Ib. The Cincinnati Metal Trades. Quarterly Dinner, December 15. Rounding out its first decade of usefulness, the De- cember dinner of the Cincinnati branch of the National Metal Trades Association was a memorable event. The banquet room of the Business Men’s Club was used for the purpose, one-half of its width being reserved for later occupancy by students in the co-operative courses at the University of Cincinnati. The guests and speakers included prominent manu- facturers and men of affairs from leading trade centers both East and West. President John W. Neil, in call- ing the assemblage to order, commented on the partic- ularly felicitous character of the meeting and noted the absence of but one expected guest, Edwin E. Bartlett, president of the Boston branch, whose telegram of re- grets he read. Iflness kept Mr. Bartlett at home. Dr. Tolman’s Address, The first speaker on the programme was Dr. Wm. H. Tolman, director of the Museum of Safety and :San- itation, New York. Dr. Tolman illustrated his exceed- ingly interesting lecture with lantern slides. He re- ferred to The Iron Age in complimentary terms several times, noting the prominent part it had taken in the organization of the Museum of Safety and its editors’ co-operation on the committees and otherwise. The speaker also gratefully acknowledged the helpful spirit and sympathy manifested by members of the Cincinnati branch. Cc. H. Norton’s Address, The next speaker was C. H. Norton, Norton Grind- ing Company, Worcester, Mass. He was evidently re- garded as a man of agreeable diversity as a speaker, for he was in demand on at least three subjects, treat- ing of industrial development, foreign competition and the technical end of his own business—grinding. The last topic seemed to outweigh others in the minds of his technical hearers, for he was prevailed to talk on cylin- drical grinding. He prefaced his discussion of grinding with remarks equally helpful to inventor, designer and tool builder. ‘“ As manufacturers,” said he, “we are too thoughtless and often guilty of failure to co-operate intelligently with these good servants of ours.” He told of trials and difficulties attending some of the dem- onstrators sent out by firms to illustrate the workings of new machines; the frequent lack of friendly and businesslike co-operation which entailed many hard- ships on the demonstrator besides contributing to the expense account of the manufacturer. “Are we not,” he asked, impressively, “ imposing a little too much on the designer, inventor and tool builder?” Taking up cylindrical grinding, Mr. Norton told what it is technically, and dispelled a number of erron- eous trade ideas. The complicated process of manufac- THE IRON AGE 1871 ture of emery wheels was outlined. Mined in Arkansas and Tennessee, the material is taken by his company to Niagara Falls to undergo electrical treatment, then shipped to Worcester, where it is made into the finished product. Mr. Norton decried the supposed danger of liability of explosion from centrifugal force. He told of the perfect testing process and the inflexible rule that required the maker of every tested and finished wheel to provide an affidavit before a notary in accordance with the findings at the special test provided. He was not unmindful of the moral effect of his words on the assembled 100 and more youthful students in the co-operative courses, and addresed himself often to them. He gave interesting bits of history of cylindrical grinding, tracing its origin from the investigations and experiments of J. Morton Poole in 1866, who realized that the ordinary lathe could not provide him an accu- rate roll for paper making and substituted the grinding wheel therefor. The outcome was the roll grinding machine of the present. Addresses of John E, Kirby, Jr., Charles H, Davis and Dean Schneider. John E. Kirby, Jr., of Dayton, president of the Na- tional Association of Manufacturers and of the Dayton Association also since its inception, was the next in- teresting speaker. The keynote of Mr. Kirby’s talk, and which received the vociferous indorsement of his nearly 300 hearers, was “the National Metal Trades Associa- tion has done more lasting good for labor than all other organizations combined. The National Metal Trades Association has done more toward solving the weighty problems that confront the manufacturer to-day, ac- complished more through its Declaration of Principles than any other or similar organization in existence.” He did not mince his words in dealing with the more recent developments in the labor world. Charles H. Davis, Warner Gear Company, Muncie, Ind., talked impressively of the inspiration to be gath- ered from the sight of the youths who sat nearby, at- tentive and watchful for ideas helpful to them. He said that the Muncie manufacturers are working on a plan to provide the co-operative principle. It was several minutes until Dean Schneider of the University of Cincinnati engineering department, the man who invented the co-operative educational idea, could be heard, so insistent was the applause. “~ Addresses of H, P. Eellsfand Frederick A. Geler. H. P. Eells, president of the National Metal Trades Association, who was the next speaker, met with in- stantaneous favor by announcing impressively that the Cincinnati branch is the strongest and one of the most aggressive in the national body. He recalled a former visit to Cincinnati when his firm had under considera- tion affiliation with the organization. He attributed the remarkable spirit of enterprise manifest among Cincin- nati members to the friendly and cordial relations exist- ing among them and the individual interest taken by members in the work of the association, not forgetting Secretary Manley, whom he warmly eulogized, com- mending the Cincinnati body as an example of what such an organization should be. In conformity with the usual custom at these quar- terly dinners, a member of the branch was called upon to express membership appreciation of the efforts put forth by the guests, and as usual this honor fell to Frederick A. Geier, who is especially qualified for pér- forming such a duty. In the course of his remarks he referred to the accomplishments of the past year or so in securing the appropriation for the $300,000 engineer- ing college, the completion of two new technical high schools, and the beginning of the $650,000 new Ohio Mechanics’ Institute building as incidents in the trans- formation of the Cincinnati branch from its modest be- ginning to its present commanding position. Mr. Geier feels that problems of pensions, liability insurance and similar accomplishments in the interests of labor are matters for early consideration by the association. 1872 THE The Bucyrus Locomotive Pile Driver.* BY WALTER FERRIS, SOUTH MILWAUKEE, WIS.! The machine described is of some engineering in- terest as the most substantial and complete railway pile driver yet produced. Its special claims to considera- tion as a new development in mechanical engineering, however, lie in the unusual arrangement and strength of the self-propelling mechanism, and in the self-con- tained hydraulic turntable, whereby the entire machine, including trucks, is quickly lifted clear of the rails and turned end for end. The propelling engines, mounted on the car body and delivering more than 250 hp., are connected to the axles of ordinary bogie trucks without interfering with the movements of the trucks in turn- ing curves, passing over frogs and the like. The machine was designed to meet the requirements of the Atchison, Topeka & Santa Fé Railway system, for a pile driver capable of climbing any grade on the line and hauling its own cars of piles, tools, &. The self-propelling pile drivers built hitherto are capable of moving themselves for short distances while at work, IRON December 23, 1909 AGE The car is 4o ft. long, built entirely of structural steel and steel castings. On the front end is mounted the swinging frame, shown in Figs. 1, 3 and 4, consisting of a pair of parallel trusses supporting the leaders at one end and a counterweight at the other end with the parts for raising and lowering the leaders and swing- ing the entire frame to the right or left at right angles to the car body. This frame is swung by a large worm wheel, which also serves to raise and lower the leaders. The latter operations are accomplished through the long worm wheel hub projecting upward through the center pintle upon which the swinging frame revolves, with a double grooved sheave or drum keyed to the upper end of the worm wheel hub. This drum is pro- vided with a clutch by which it can be engaged with the main base plate of the revolving frame. When this clutch engages with the swinging frame the latter moves with the worm wheel. When the cltuch is dis- engaged and a brake is applied between the car body’ and the swinging frame, the revolution of the worm wheel does not carry the swinging frame with it, but merely turns the drum, which is keyed to the worm wheel. The ropes leading from the drum to either end of the revolving frame are so arranged as to raise or Fig. 1.—The Bucyrus Locomotive Pile Driver with Leaders Folded in Shipping Position. but from lack of sufficient steam capacity as well as engine power must have a locomotive in constant at- tendance. After having used several self-propelling machines, A. F. Robinson, bridge engineer of the Santa Fé system, prepared specifications calling for a pile driver of much higher propelling power. This resulted in the designing by the Bucyrus Company of the ma- chine herein described, which has been in active service on the Santa Fé lines since January, 1909. The general appearance of the machine is shown in the illustrations. Fig. 1 shows the machine with leaders folded in shipping position. Fig. 3 shows the leaders up ready for driving with the swinging frame turned across the track, and also shows how the coun- terweight on the opposite side of the swinging frame balances the weight of the leaders, keeping the machine always stable. In this position a pile can be driven 19 ft. from the center of the track. Fig. 4 shows the ma- chine standing on its hydraulic turntable with all wheels in the air. In this position and without any blocking the pile was picked up, put in place in the leaders and driven at a distance of 32 ft. from the cen- ter of the track. It was not desirable to drive this pile all the way in and the leaders were therefore backed down to clear the partially driven pile. The principal use of the hydraulic turntable, which will be described later on, is to turn the machine end for end when there is no railway turntable or -Y available. Fig. 2 shows the general arrangement of machinery. * Presented at the annual meeting of the American oclety of Mechanical Engineers. New York, December 7-10, 1909 + Assistant chief engineer, Bucyrus Company. lower the leaders. The revolving frame is provided with four conical rollers which rest upon the finished upper surface of the base plate. From Fig. 2 it may be seen that the leaders are mounted on a leader raising frame by a pivot near the center of the leaders. A screw and nut device takes hold of the leaders some distance below the pivot and with this they can be inclined either to right or left so as to drive batter piles. The arrangement for rais- ing and lowering the leaders acts directly upon the raising frame, which is carried by two rolling trucks, A, which roll on the top of the upper chords of the swinging frame, while the radius arm B takes hold of the lowér end of the raising frame, causing it to move in the arc of a circle as indicated. The ropes C and D over the drum pass around suitable idler sheaves and are anchored to the sliding crosshead E, forming a closed circuit. From this crosshead the raising arms F take hold of the raising frame, trans- mitting the movement of the crosshead to the latter. The hammer hoist rope, pile hoist rope and steam pipe run up from the car body to the swinging frame through the large hollow hub of the swinging worm wheel. The steam pipe is in the center and the ropes are so close on either side that they work equally well with the leaders in any position with regard to the car body. The main engines are II x 12 in., with double cylin- ders and Stephenson link motion. From the crank shaft the two drums for the pile hoist and hammer hoist lines are geared in the usual manner with cone December 23, 1909 THE IRON AGE 1873 — friction clutches. The engines, however, are much more powerful than would be required for these drums. The propelling gearing consists of two inclined shafts leading from the crank shaft of the engine to the rear axle of the forward truck and the forward axle of the rear truck. From Fig. 2 it will be seen that each of these shafts carries on its upper end two bevel gears, while the crank shaft carries a sliding sleeve with a small bevel gear on one end and a large one on the other end, the two meshing respectively with the two pairs on the inclined driving shafts. By sliding the sleeve to one end or the other a fast or slow pro- pelling ratio is obtained. With the fast gear, on level or moderate grades and with moderate loads, the ma- chine can readily be driven at 25 miles per hour and has been driven at 30 miles per hour. With the slow gear the engines are powerful enough to slip the two driving axles and thus obtain all the tractive force that can be had with about 80,000 lb. weight on the drivers. The machine can thus be used effectively as a switching engine and will readily haul its own weight with considerable additional load over grades of 1% per cent. or more. The acceptance test of the first machine built was a run of 32 miles up a grade averaging 75 ft. to the mile, with a maximum of 97 ft. to the mile. wie The lower ends of the inclined Pe propelling shafts shown in Fig. 2 are 14 provided with bevel pinions. These ede’ me-'1 with bevel gears cast in one ae piece with large sleeves, as shown in Fig. 5. These sleeves surround the l} driving axles, a cored hole through nk the middle of the sleeves 10 in. in [ff PS diameter providing about 2 in. clear- ance around the axles. The sleeves are supported by brackets rigidly at- | tached to the car body with babbitted | bearings. All this gearing is fastened IC) to the car body only and remains in |} line without regard to the swiveling of {f the trucks. The connection by which the driving torque is communicated from the propelling sleeves to the axles is also shown in Fig. 5. It consists of a modified type of universal joint so arranged that there is nothing to interfere with the axle passing through the middle. The propelling sleeve carries at one end a large flange with lugs supporting two pins, G; these pins engaging with two bronze bushed lugs, H, formed on the inner side of the toggle casting 1. On its outer side it carries another pair of lugs, J, on an axis at right angles to the axis of the pins G, and these lugs, J, are connected to a U-shaped driving yoke, K. The open end of this yoke is again pin con- nected to a bracket, L, which is keyed to the axle. Both pins are made much longer than the lugs which engage them, to permit end play due to the displace- = eee pererrerpersrirrrsert or 5 haahaeaanannnn TT mnooood Is (O->-2: =F lh < | 7 [FFE | OD il ~ . = St I YOu <1 4 Fig. 2.—Partial Plan and Side and End Elevations of the Bucyrus Locomotive Pile Driver, VA i T O) ee) ENG 7 kA ments of the axle, as shown on the plan view, Fig. 5- As these two pin axles are at right angles to each other their combined slip will take care of any move- 1874 THE Fig. 3.—The Leaders in Position for Driving, with the Swinging Frame Across the Track. ment of translation, while the combined revolution of the parts around the pins G, M and N provides for any possible twisting. The wearing parts involved are six steel pins and six bronze bushings, all of the same size, and all parts are so made that the wearing sur- faces can be replaced without taking the truck from under the machine. The method of detaching the driving gears when it is desirable to ship the pile driver in a freight train is slightly indicated in Fig. 2, at the rear axle of the front truck, where an operating lever is shown taking hold of the bearing which supports the bevel pinion at the lower end of the forward driving shaft. This bearing and the pinion are mounted in a sliding sup- port, which enables the pinion to be drawn out of mesh with the bevel gear, permitting the propelling IRON AGE December 23, 1909 sleeves and gears shown in Fig. § to revolve freely with no gears in mesh. The same arrangement is provided on the rear truck. The boiler is nearly three times the size of that ordinarily furnished for pile drivers. It is of the locomotive type, 54 in. in diameter, 15 ft. 9 in. long, having about 800 sq. ft. of heat- ing surface and designed for 175 Ib. pressure. This pressure is required only on propelling runs; all the ordi- nary movements can be made with Ioo Ib. pressure. One of the striking features of the machine is the hydraulic turntable, which is shown in action in Fig. 4 and in shipping position in Fig. 1. It is frequently very important that a pile driver should be able to turn end for end or else work at either end indiffer- ently. The latter plan requires that the boiler and pile driving machinery shall all be mounted upon a swinging deck, which can be turned through a full circle and reach either end of the car. This has been thoroughly tried and is satisfactory as far as pile driving is concerned, but makes it impossible to get a sufficiently powerful and reliable propelling gear between the engines and the trucks. In the new machine, therefore, the pile driving apparatus is mounted on the car body, where it can work at one end only, thus obtain- ing the powerful propelling drive al- ready described. To reverse the ma- chine a hydraulic lifting jack is at- tached underneath the car and under the center of gravity of the entire structure. This jack consists of two ball race castings having races about 5 ft. in diameter provided with 2-in. steel balls. The upper race is carried upon a set of four bell cranks, two on each side of the car, pivoted upon brackets attached to the main car beams. The upper ends of each pair of bell cranks are connected by a parallel rod, while the rear bell cranks are connected across by a heavy shaft. This arrangement compels all four bell cranks to act in unison, and when operated by the hydraulic cylinders the four pins from which the upper ball race is suspended move up and down the same distance, maintaining the turntable at all times parallel to the car, even though the center of gtavity may be quite a distance away from the center of the turntable. The bell cranks are operated by a pair of hydraulic cylinders 12 in. in diameter, having Fig. 4.—The Pile Driver Standing on the Hydraulic Turntable with Both Trucks Off the Ground. December 23, 1909 THE about 28-in. stroke, located one on each side of the car. The cylinders have trunk pistons with sufficient area between the outside of the trunk and the bore of the cylinder to provide lifting force enough to raise the turntable from the track and put it in shipping position. While lifting the car the pressure acts upon the full area of the 12-in. piston. The working pressure of about 200 lb. per square inch is provided by the boiler feed pump. The lower ball race, suspended from the upper ball race by suitable clips, is also provided with a set of chair castings which rest on the rails and can readily be placed under the four jack screws, located in the four corners of the lower ball race. This also carries a circular rack, while the upper one has a transverse shaft with a crank on each end and a double gear reduction to a swinging pinion which meshes with the rack on the lower ball race. When the machine is to be turned it is necessary only to put the chair castings under the jack screws and run the latter down until they touch the chairs. The entire car is then raised by pumping water into the hydraulic cylinders and turned end for end by hand, two men working on each crank. The entire operation Oh Hire of Car _ af tine of Axle \ ma/ Chr line of Ie A Ctr, ine © arr T eo An 4 — a View Showing Side Detlection of Arle from Center Line of Car When on Curve of /50 44 Radius. / Prope/ling Sleeve Pin/ IRON AGE 1875 000 Ib. It is equipped with either a No. 2 steam ham- mer or a 3500-lb. drop hammer, or both. The leaders are so made that either hammer can be used without change. The reach for driving piles is 18 ft. ahead of the center of the forward wheel, or 19 ft. on each side, while with the turntable 32 ft. on either side can be reached. The leaders are 4o ft. long. The construc- tion is entirely of metal, except the house. a Gas Producers and Fuel Oil in the Navy. H. I. Cone, chief of the Bureau of Steam Engineer- ing, Navy Department, makes the following statement in his annual report to the Secretary of the Navy con- cerning the installation of a producer gas engine plant to determine its adaptability to marine service; also concerning the present use of oil under the boilers of vessels: The development of large gas engine machinery operated in connection with gas producers is rapidly progressing. The bureau is of the opinion that this prime mover is worthy of much more serious investigation and experiment than has yet been given it in our navy. It is possible to design a marine plant composed of bituminous coal gas producers furnishing power to gas engines. There are several such plants already in existence, although they are small, they prove the feasibility of extending this system of developing power to larger installations. Great possibilities for im- proving the economical operation of machinery are offered by the producer gas engine combination. We cannot afford to delay development of the gas engine for naval use until commercial gas engine plants, directly adaptable to naval use, are regulariy on the market, and it is. therefore, recom- mended that special authority be secured in the next appro- priation act for the diversion of not more than $250,000 of the appropriation ‘steam machinery ” for the purchase and installation of a producer gas engine plant in one of our colliers, if at any time during the year such an expenditure is deemed advisable. Fig. 5.—Sections and End View of the Universal Joint Between the Propelling Sleeve and the Axle. occupies from 10 to 15 min. An important incidental advantage of the turntable has already been touched upon. Figs. 3 and 4 show its use to enable the driver to reach a pile at a long distance from the center of the track. In this way, should occasion arise, any point within 32 ft. of the track may be reached and the pile driven. The first machine was built with slow gear only, having a maximum speed of 15 miles per hour. It has since been in constant use on the western divisions of the Santa Fe and on heavy grades. The fast pro- pelling gear herein described has now been added and two machines thus equipped have been built and shipped. On one of these, for the Canadian Pacific Railway, the following speed test was made. The ma- chine hauled an ordinary passenger car from South Milwaukee to Racine and return, a distance of. 12.6 miles each way. The run to Racine was made in 31 min., an average speed of 24.4 miles per hour, 2 miles being made at a speed of 30 miles per hour. The re- turn trip was made in 37 min., making an average speed of 20.5 miles per hour. The shipping weight of the machine without the turntable, as shown in Fig. 2, is about 147,000 lb.; with the turntable, as shown in Figs. 1, 3 and 4, about 160,- During the year the installation for burning oil fuel instead of coal under the main boilers of this vessel has been completed. The system used is the Staples & Pfeiffer, in which the oil is atomized by compressed air after having first been passed through heaters. The results obtained have been very satisfactory, and have increased the ability to maintain a constant steam pressure and to develop a high power for long periods without tiring out the personnel. Gratifying as have been the results obtained with this sys- tem, it is not the most desirable for use in naval vessels on account of the weight and space required for the neces- sary air compressors, and also on account of the desirability of having the heavier vessels so fitted that either oil or coal, or both fuels in combination, may be used, as desired, as coal can be obtained everywhere a ship may go, while the ports where oil fuel may be obtained are limited. With this latter consideration in view, the bureau is fitting in later vessels only such oil fuel systems as operate by mechanical atomization of the fuel under high temperatures, the neces- sary air for combustion being supplied by the regular forced draft blowers of the vessel. ——_—_-—_ > oe __ _--—— Official announcement of the foundrymen’s conven- tion, to be held at Detroit June 7-9, 1910, is made by Dr. Richard Moldenke, secretary of the American Foundrymen’s Association, and W. M. Corse, secretary of the American Brass Founders’ Association. Hotel headquarters will be at the Pontchartrain. 1876 THE Compensation for Accidents.* The Cleveland Foundry Company’s Plans Both for Prevention and Relief. BY F. W. RAMSEY. In our business we operate a great many stamping presses, which are prolific of injury to the fingers and hands of operatives, and fully go per cent. of our acci- dents occur on these machines. For several years we have averaged nearly 50 accidents per year, ranging from the loss of the tip of a finger to all the fingers of a hand. These machines are operated on the piecework basis, and the monotony of the operation is a contrib- uting cause to the accidents which occur. About a year ago we set aside one of our best men —a designer of tools and machines—to devise improve- ments looking toward the elimination of this hazard. His first work was to inspect critically all of the dies used in these presses, with a view to ascertaining what changes could be made in their construction reducing or eliminating the chances for injury. We have been reasonably careful in the construction of our dies, but this special attention developed the fact that in at least 50 cases simple changes could be made in the construc- tion of the dies, which would reduce from 50 to 100 per cent. the hazard to the operator. These involved little or no additional expense in the first cost of the tools, and in no case involved a higher cost of produc- tion, but in a number of cases actually reduced the cost of production. The improvement made it possible for the man to work with greater confidence and thus per- form the operation more rapidly. As a result of this work we have designed several new principles—new to us at least—in die construction, which will practically eliminate the chance for injury in many cases. They are in the nature of automatic feeds, sliding and swivel dies, which make it unneces- sary for the operator to expose his hands to injury. Those here familiar with stamping press operations will understand that in many cases the operator ex- poses his hands both in charging the die and in remov- ing the work. We have learned of the use of com- pressed air for discharging work from the die, and have installed an air compression plant, which permits of our applying air in a great many cases, for the pur- pose of removing work from the dies, thus securing at once, in all cases where air may be applied, a saving in the cost of production, which we believe in the course of a year or two will fully reimburse us for the entire expense of installation. In our die, tool and machine construction we have adopted this policy and have sought to bring all the men of our organization concerned, to the support of it, viz.: “In the construction of dies, tools and machines, our first regard shall be for the safety of the operator. We will not concern ourselves with the question of economy in die construction or in production from the dies, except as economy may be effected without sub- tracting from the safety of the tools in question.” As this policy has been working out, we have been de- lighted to find that it may be applied without additional cost in tool construction and with actual saving in the production cost from the tools. Removing Unhealthful Conditions in Soldering. Not only are we finding it profitable to prevent acci- dents involving injury to our men, but we are finding it profitable to spend money on the improvement of sani- tation and ventilation, and all conditions affecting the health of our workmen. We have a striking illustra- tion of this in an experience we are now going through In our soldering department the conditions have * From an address before the National Civic Federation, New York meeting, November, 1909. IRON AGE December 23, 1909 been unhealthful for many years. The atmosphere is heavy, constantly with fumes from the contact of hot soldering irons with the acid flux used in soldering. It has always been a problem to keep the force constant in this department. We have been compelled to hire as high as 225 men in a year to keep 75 to 80 men at work. We have been aware that the men were leaving the service because of the unhealthful conditions, but the difficulties seemed insurmountable until, under our new policy, we determined to find a way. After a few weeks of study we are now preparing to install an*ex- haust system, representing an investment of not to exceed $1200, that will entirely eliminate the unhealth- ful conditions. We are confident that this will result in making the force in this department 50 per cent. more constant, which will fully cover the investment, not to mention what is of more importance—the protec- tion to health and the higher efficiency of the men em- ployed. Compensation Plans, As I have said, nearly all of our accidents occur on stamping presses, and are in the nature of crushed and severed fingers. Amputation is usual in the case of a press accident, and men are incapacitated for a few days or for many weeks, according to the seriousness of the injury. In the first place, we have engaged a competent sur- geon, who looks after all our cases. We place no re- striction upon the amount of medical or surgical atten- tion the injured man shall be given. We pay all the expense of such medical or surgical attendance. In the matter of wages, we pay our injured men their full wages for all the time that they are unable to work. We formerly paid injured men their day-work wage while incapacitated, which usually was only 60 to 70 per cent. of their normal piece work wage. This later impressed us as being unfair. Within the last year we have paid the full piece work wage, based on the man’s earnings over the previous 30 days, for all the time that he is incapacitated because of the injury. We require injured men to report for work as soon as they are abie to do light work, which will not involve the injured hand—work, for example, which can be done with the one well hand. We usually place these men in our stockroom, where they are constantly be- fore us, and where we cannot escape keeping them in mind, to the end that as soon as able they are placed on work, which will pay them as nearly as possible the wage which they were receiving previous to their in- jury. We regard our injured men with a great deal of solicitude, and in case the injury permanently impairs a man’s earning capacity we feel a definite responsibil- ity for his future and try to provide for it. Compensation for Lost Fingers. In addition to the above, where an injury to the hand involves three or more phalanges of the fingers of the hand, we feel called upon to make an additional cash settlement, which varies according to the extent of the injury. We sought for a long time to find some fair basis upon which to determine what these cash settlements should be. We had to consider the ques- tion of our ability to pay, along with the question of compensation due the man. As a result of our study, we have placed a certain value upon each finger of the hand, subdividing these amounts into values placed upon each of the phalanges of each finger. The total of these, involving all the fingers of the hand, amounts to $1260. This is the sum we pay for the loss of all five fingers of the hand. If but two phalanges of a finger are lost, we pay nothing. If more than two, we pay according to the values that we have set upon each phalange. If the entire thumb, for example, is involved, considering this to be the most valuable member of the hand, we pay $300. If the entire index finger is involved we pay If the first joint of the first, middle or ring $285. 5 4 Ke December 23, 1909 finger is involved we pay $225. We have not been called upon as yet to pay the entire compensation for the loss of all five fingers of the hand, but we have paid $1000 under this system for the loss of four fingers. You will understand, of course, that we have not set these amounts against these different members with the idea that they represent or even approximate the value of these members to the man. We have es- tablished this plan altogether on the basis of what we believe is the fair and reasonable thing to do, with due consideration to the needs of the man and our ability to meet his needs. As to Men Who Become Il. There is one other interesting line of work which we are trying to develop. We have come to feel some measure of responsibility in case of illness of our men, and as a first step have recently made it one of the functions of our labor supervisor to keep track of all men who become ill in our service, with a view to pro- viding what may be necessary in the circumstances. I want to relate two experiences which have done much to bring us face to face with our responsibility in this regard. We happened to observe, a few months ago, a young man in one of our departments who looked ill. He was pale and emaciated. Upon inquiry we found that his foreman had observed his condition. He had been in our employ for some years, was faithful and competent, but of late had lost time frequently, because of illness, and had been observed to be steadily declin- ing. We interviewed the man and found that he was feeling miserably ill, and, as we expected, was up against home responsibilities which made it impossible for him to see any way out for himself but to keep on working in the hope that he would come through all right. I sent him to our physician, learned that there was nothing organically wrong, but that he was rapid- ly approaching a complete nervous collapse and would require an immediate change to lighter work, with shorter hours. He was a good clerical man and we brought him into our office and put him on clerical work. He has proved very competent and will be re- tained in our office service, and has almost completely regained his health. A year ago we were involved in a really unjustifia- ble labor difficulty with our polishing and buffing de- partment, affecting some 50 men. It was an extremely expensive fight to both the company and the men, in- volving thousands of dollars. One of the ringleaders on the side of the strikers, who was chairman of the Strike Committee and president of the local union, was among the men whom we could not avoid taking back. We observed some time ago that he had been out of the service for a period of two or three weeks. Upon making inquiry of his foreman it was learned that he was ill, and the foreman expressed the fear that the man was afflicted with tuberculosis, which is a rather common disease among polishers and buffers. It came to us forcibly that we were under some obliga- tion to assist this man, who had been in our service seven years, engaged at work dangerous to his health. We had him examined by a competent physician and learned beyond any question that he was afflicted with tuberculosis, but that he had a fair chance for recov- ery. To comply with all the rigid conditions—viz., three months or more of absolute rest, a special diet and a long list of special requirements, which would have been as impossible to this man, without a dollar, in debt, with a wife and child to support and not a relative or friend to assist, as a trip to Europe for his health, we proceeded to do for this man everything that was needful to insure his recovery, and doubtless within three to six months he will be able to make his own way again. A year ago we were fighting each other, he with a THE IRON AGE 1877 mistaken notion of us and we with a mistaken notion of him. The other day I received this letter from him, eloquent in its testimony to the supreme merit of a plan that reaches in its helpfulness the need of such a man as this: My Dear FRIEND: I will write you a few lines, leaving you know how I am getting along. I have been here a week to-day and I certainly do feel the change, breathing the fresh air all the time. I was feeling good until to-day. I don’t feel my best, as it has been a sultry day, and it made me feel very tired. I started to sleep in my tent Tues- day night. I sleep good all night and get up feeling fine. It took us a couple of days to get settled, but we are living in our own part of the house. I tried to thank you for what you are doing for me in the office, but I could not talk;