The Iron Age 1912-01-18: Vol 89 Iss 3

Established 1855 New York, January 18, 1912 Vol. 89: No. 3 Maintaining Histories of Castings Form of Report to Keep Records of Analyses of Castings, of Foundry Working Conditions and of Service of Castings in Use Very few jobbing foundries make anything like a sys- tematic attempt to keep track of castings after they leave the foundry. Complete foundry records as to the mixture ised and the special conditions that attend the drawing of iny particular heat are also generally hard to obtain after iny length of time has elapsed. To look up the record of a asting in foundry as ordinarily eperated involves search- ng through a number of reports that are rarely ever kept in a systematic manner, UNITED IRON WorKS COMPANY SPECIAL CASTINGS REPORT cinnati, Ohio. The one report is made up by three different departments and covers the record of a casting until it 1s discarded by the user. The report is first numbered and dated by the foreman, who fills it out under the heads given of “Mixture,” “Analysis of Material,” and “Castings Made” with the ex- ception of the actual analysis line that is filled in by the chemist after making an analysis of the cupola charge from which the castings are made. The foreman is able to pncover.titenis- sleek Date. | a e = oe MIXTURE “ANALYSIS or MATERIAL eeaae No. aes “i CASTINGS MADE outtyinsla.t bad a a % Vo-2_» CH d08Q¢74. 600 » | 150.035 ‘a |. Charcoal _ catia 33/20|__ 400» _ a 100_ O18 |.24 |. dill Aeilae_ + brie setae yoo » | +20|.060\ 2 |.85 | _ oe | oar ne L ee RET eRES ee Cepek OES — et 36 788 |. Fae Bs : Aeaeeaieipeiies = | Actual Analysis. ae | 428 \.O63 W i? 40 \22st58 | | 2.8% Fuel ratio, oe Ge Depth « 4 Chit 3” sq. bar | 76 Size | Customer Foundry Record Form of Life Record ef a Casting as Devised by H. The accompanying form of report was devised by H. M. Ramp, formerly superintendent of the United Iron Works Company, at Springfield, Mo., now holding the same posi- ‘tion with the Modern Foundry Company, at Oakley, Cin- “FIELD RECORD OF CASTINGS | Date Sold | M. Ramp, Modern Foundry Company, Cincinnati make up his computed analysis figures from those furnished by the purchasing department. Each car of pig iron or scrap is stored on the yard in a separate pile, that is tagged with the car number and name of shipper, and i 182 knowing the average analyses of the different brands of pig iron, the superintendent is able to specify the approxi- mate quantity of each kind for any special mixture. Under the heading Castings Made, the kind of casting, as well as the name of purchaser is generally inserted, and under that of Foundry Record, the foreman notes whether } anaes the iron ran hot or cold, and-also explains any large dis- 3 crepancy, so far as he might be able to determine, between ‘ the computed and actual analyses ey The Field Record, one of the most important parts of is this report, is kept by the office, and is filled out after the A foreman has turned in the report, completed so far as the a foundry end of it is concerned. In the column headed a Size, either the size, or kind, of casting is entered, followed - by name of customer and the date sold or shipped. The Record of service is made up principally from reports of the traveling salesmen, as well as those received direct i from the customer. On every casting either the report number is. cast, or the date, hence it is very easy to find the particular report blank and enter the complete record. : When there is any complaint regarding a defective % casting, or when its field record shows it to be one extra good, the report as can be readily seen will show what kind of a mixture was used and under what Special conditions the work may have been done. A perusal of records kept os tate ie eal i ae ae Se eee ee a tk ee a eee a . * & THE IRON AGE January 18, 191. ee for a number of years past will frequently enable the BS ‘ foundryman to overcome many difficulties that would s otherwise probably entail a lot of experimenting. Of ae course the report form may be easily changed to suit y ea + special conditions in any foundry. ie é <= Fig. 1—The New No. 1 Universal Grinding Machine Built by the . Moderne Tool Company, Erie, Pa. ? The No. 1 Modern Grinder the table and the cross feed mechanism. Fig. 1 shows oa. A New Machine Tool Possessing Novel Cross the machine, while details of the table and cross feed aT: and Table Feed Mechanisms mechanisms are given in Figs. 2 and 3 respectively. i§ S. The overhead driving mechanism is designed to drive ied For small tool room work and the economical grind- the wheel spindle, the work spindle and the table inde- a: ing of small parts in machine shops manufacturing light pendently of each other, and means are provided for stop- it ad machines, the Modern Tool Company, Erie, Pa., has brought ping the work to caliper or remove it. The sliding table . out a grinding machine of the full universal type. With is controlled in all its movements by the hand wheel a, ne this object in view the designer has endeavored to pro-_ lig. 2, which is mounted on a sleeve. On its opposite end = Pb 4 im % we! 2: a + i Fig. 2—The Table Feed Mechanism duce a machine of rigid design and one possessing the same Ht amount of power as the builder’s present larger machines i and capable of giving a high rate of production. Two of the special features from a mechanical standpoint are the sleeve carries a clutch, b, which engages with the table driving clutch and applies the power to the table when the hand wheel is moved away from the bed of the machine. In this position the hand wheel remains motionless and dis- anuary 18, 1912 caged from the table feeding mechanism until the wheel ‘again moved toward the bed of the machine. In this rection it throws the feed off and the table can be ved by hand through the clutch c. The table reversing Fig. 3—Details of the Cross Feed iechanism, which is shown at the right of Fig. 2, is an improved type of clutch motion which is said to be simple and positive in action, consists of a few parts and is not ipt to get out of running order. Special emphasis is laid upon the fact that it is not possible to center the reversing clutch d and it will not stand in any but the working posi- tion and the points pass before the clutches are disengaged. rhis transmission is springless with the exception of the one used to make the action positive under all conditions and the troubles which are ordinarily encountered with pring clutches are said to have been eliminated. Another advantage claimed for this mechanism is that it will re- erse the table regularly within a few thousandths of an nch, a feature of importance when work is being ground to shoulders. The cross or grinding wheel feed, details of which are shown in Fig. 3, is of a novel design. It is so arranged that either the minimum or maximum feed can be applied y moving the hand lever e which is located on the front { the machine within easy reach of. the operator. The minimum feed is 0.0001 in. and the maximum is 0.001 in., the intermediate positions shown on the feed level dial in- licating 0.0001 in. each. These lines are shown at the left of the engraving. The cross feed hand wheel f is gradu- ited on its beveled face to correspond to the teeth in the cross feed dial. These graduations are shown in the upper portion of this engraving and the arrangement enables the iperator to see how much the wheel is removing at each feed. A cut out latch, g, enables the operator after rough- ng down to approximately the finished size to throw the feed off at either end of the table travel, thus reducing the ‘eed one half to finish the work without stopping any part of the machine. When the cut-out latch is in the position g, the feed is thrown off at both ends of the table travel, while when it is in the position h, the table is fed in one direc- tion only. This arrangement of having the wheel feed at either end of the table travel is an important feature and ne that saves time in grinding internal work, slender rods, etc. If desired the feed can be stopped at any predeter- mined point by the lever i which lifts the pawl j out of en- gagement, The swivel table is graduated to grind tapers having 4 maximum of 6 deg. and 2% in. per foot. The head stock is graduated at 90 deg. on one side of the center and 5 deg. on the other, and the wheel spindle is fitted with an end wheel for angle grinding on the face plate or in a huck, The following table gives the principal dimensions and pecifications of the grinder: THE IRON AGE 183 ’ DO, | Bao aes tnalns +4 Vee b nas hbue ce eananyenekenrieeenes 5 Se RU DUNNER, a Ss nk va sv UR On ch acderede 16 SWIMS Without Water - Guards, Biisis ws ccs sos ksinc stewie cs ctacccr 74 Diameter of grinding wheel, in.........06.seseeeeseeeeeseeees 8 Minimum face width of grinding wheel, in................++++ 4s Maximum face width of grinding wheel, in................... % SoUOUDO UE -GN QUNNON Ts os wb go cid boc SA LEER ce en Wdbasawe 6 ED GI ON GR WN OR 6 cc dkus vVbkinaneeebadass saci % Penk: Se 1 IS Bo on cdc c cbdkaecch ciel aba neth bene 1,200 _ Although the machine is regularly mounted on a cast- iron base as shown, if so ordered it can be furnished for mounting on an ordinary shop bench. Fire Losses in the United States BY SIDNEY G. KOON. The accompanying chart shows the progress historically of fire losses, buildings and contents, in the United States during the past 36 years. In order to smooth over in- equalities due to extreme losses one year and considerably lower ones the next, the chart has been figured out on the basis of averages for six years, and-is so plotted. There are five curves presented, of which the one depicting the total fire losses, in tens of millions of dollars, shows the greatest rate of increase at practically every point across the chart. It is growing faster than the national wealth, and very much faster than the population. Both of these facts are seen in the two upper curves showing, respectively, the fire loss per capita and the fire loss per thousand dol- lars of national wealth, each of which is now well above the two-dollar mark. During the 36 years covered by the chart the fire loss in the*"United States has amounted to the stupendous figure Chart of Fire Losses for 36 Years of $5,120,622,540. This is more than 7 per cent. on the average value of national wealth over this period of time. As a matter of fact, the present annual gain in wealth, which is about $4,600,000,000, represents only the capital at 5 per cent. of our annual fire loss of $230,000,000 per year. When it is known that over 95 per cent. of all fires in buildings equipped with automatic sprinklers are either completely extinguished by the sprinklers, or held in check for the firemen to finish (being prevented from spreading by the flow of water from the sprinklers), the solution of the problem is seen to be at hand. A sprinklered de- partment store stopped the Baltimore fire; if the building in which this fire started had been properly equipped, there would have been no conflagration to stop. The Coe Brass Mfg. Company’s mills at Ansonia, Conn., are now being operated as a branch of the Amer- ican Brass Company, and are known as the Coe Brass Ansonia Branch of the American Brass Company. There will be no change whatever in the personnel of the man- agement of this plant. It will continue to handle its own correspondence, do its own billing and collecting, and the requirements of customers will be looked after in the same efficient manner and by the same people as hereto- fore. The active operating officers of the Coe Brass An- sonia Branch are Chas. F. Brooker, president; A. S. Brown, assistant manager. S. DIESCHER & SONS. Mechanical and Civil Engin hd S BORG P Sh ar a eT ae eee 7s _ » ge ice Sh tnt ee ee aR si alae A Testimonial to Charles M. Schwab Interesting Comment on Iron and Steel Developments at a Dinner Given by the Manufacturers’ Club of Philadelphia A notable gathering of men identified with iron, steel, financial and general business interests of national, state and local prominence, numbering over 400, par- ticipated in a dinner given at Philadelphia Thursday evening, January 11, in honor of Charles M. Schwab, president of the Bethlehem Steel Company. The testi- monial was organized by the iron and steel section of the Manufacturers’ Club of Philadelphia, and the func- tion was held at the Bellevue-Stratford Hotel, the grand ballreom of which was lavishly decorated for the ‘occa- sion. Many ladies occupied the balcony boxes of the ball room and added to the interest and brilliancy of the occa- sion. Preceding the banquet Nathan T. Folwell, president of the Manufacturers’ Club; James Mapes Dodge, John Birkinbine and James B. Bonner attended the guest of honor at a formal reception held in a room adjoining the grand ballroom. After the dinner Nathan T. Folwell introduced as toastmaster James Mapes Dodge, who performed the duties of that office most entertainingly. The first "speaker was Charles Heber Clark, one of the charter members of the Manufacturers’ Club and for ten years its secre- tary, whe responded to the toast, “The Manufacturers’ Club.” He referred to Mr. Schwab as a public benefactor of the highest rank, a man of creative genius, who had pro- vided work for many thousands. The Manufacturers’ Club, he said, had been influential in national affairs, particu- larly in tariff legislation. Its growth has been remarkable, as is best illustrated by its practically completed plans for the new club house, which will be erected this year on the site now occupied by the club and designed to be the finest club building in the world. Hon. Boies Penrose, responding to the toast, “Our Country,” spoke of the extraordinary influence of the iron and steel industry, which in the present generation had done so much to make this country great. Were it not for the energy cf such creative men as Mr. Schwab many of our natural resources might still be in the ground. The speaker credited Mr. Schwab with a large share ot the development of the iron and steel industry in Western Pennsylvania, and called attention to the rapidly growing importance of the industry with which he is now iden- tified in Eastern Pennsylvania Mr. Schwab’s Remarks The toastmaster then introduced the guest of the even ing, whe made a most interesting address, replete with reminiscences and happy turns. He dealt at some length with questions of immediate interest to the steel trade, relating to its growth and regulation. He said in part: JOHN FRITZ AND CAPTAIN JONES. When I attended your dinner to John Fritz in Novem ber, 1910, it was my pleasure to pronounce a few words of eulogy upon that grand old ironmaster, a man whom I have known intimately for 30 years, the dearest friend of my great friend and patron of whom Senator Penrose spoke, Capt. “Bill” Jones. I want to say one word here with reference to these two men. We were speaking of the conservation of our natural resources in this country. But how many of us have ever stopped to think what these two men have done in our great industry to make it prosperous and profitable? Some 30 years ago Captain Jones invented the metal mixer and John Fritz the three- high rolling mill, the two great appliances in steelmaking without which no steel works could exist. A very mod- erate estimate of what their value is to the industry would be at least $5 on every ton of steel made; and with the $25,000,000 tons made in the United States alone, you can see that these two ideas from these two great men, at prac- tically the same time, make a saving to the manufacturers of this country today of $125,000,000 annually. These are the men who deserve real praise for our great industry. My old master, Captain Jones, was one of nature’s noblemer, a great genius mechanically, unskilled and un- 184 lettered in the scientific part of the steel business; ai: how well I recall some of the incidents of that day con pared with our practice today. For example, I remember very well when the Pennsylvania Railroad Company fo: the first time specified in its order for rails that thx should be of certain chemical composition. That alarme: Captain Jones. He had not heard much of carbon, sulphu: manganese, etc., and he employed a chemist. The rails were ordered to be of 0.35 to 0.40 carbon, and sometimes they were marked 0.15 and sonfetimes 0.55. “You know that is wrong,” Captain Jones would say; “you know that ought to be 0.35.” And then he would scratch it out and mark it 0.35. And then I remember on another occasion thes: analyses bothered the captain a great deal, and he said “This —— chemistry is going to spoil the steel business yet.” It was through many experiences of this kind that this great business was built up, and with what astonish ing rapidity. SURPRISING DEVELOPMENT. | see seated among us this evening a very dear friend of mine, who has made great strides in the industry of Pennsylvania—Charles T. Schoen. It was along abou 1896 or 1897 that Mr. Schoen built the first steel cars that were built in the United States and put them on the Besse- mer Railroad. Stop to think what that means at this time, 16 years afterward. In one recent year the steel car indus- try consumed about 3,000,000 tons of steel—that one single development. I want to relate another incident that I told Mr. Ca: negie the other day. I wrote him in 1887, when we de- signed a rail mill at Braddeck, telling him what we were going to do and enthusiastically describing the mill as being able when completed to roll 1,000 tons of steel rails per day. Mr. Carnegie wrote back: “I see no objections to the amount of money you want to spend, but I want to exact ene promise from you, and that is that you will never tell anybody that we were foolish enough to sup- pose that this country would ever require a mill to make 1,000 tons of rail per day.” Now, think of our making 12,000 to 15,000 tons of rail a day, and this development coming in that short space of time! In the year 1880 this whole country consumed less than 1,000,000 tons of steel; in 1890, at the rate of 5,000,000 tons; in 1900, about 13,000,000 tons, and last year about 23,000,000 tons, and we have been up to 26,000,000 tons of steel. Nor do I think that that is by any means the ulti- mate development of the business. I think we are destined to go forward and upward. As I have many times predict- ed, I look to see within my lifetime—within the next 10, {2 or 15 years—this country consuming 40,000,000 tons of steel annually. And when it does, the rest of you may stand from under. WHAT CONSOLIDATIONS HAVE DONE, It was farthest from my thought to make any statement tonight with reference to what ought to be the laws o! this country as applied to great industries like steel. But | do want to say a few things as to what I think is necessary to give the United States the pre-eminence it deserves in the manufacture of iron and steel or what is necessary to give us the preponderance of the business of the world. The United States Steel Corporation was organized for the ultimate purpose of effecting such economies as would make profitable its great investment. The fact that they are able to run one mill on one product, to distribute product from the nearest mill, to do everything on the huge scale on which they do it, has made a cheapening in the cost of producing steel that can be accomplished in no other manner. And I say that any legislation that will de- stroy the most economical possibilities of manufacture is legislation that is going to hurt and hinder industry. There has not been a single year since 1901, the year in which the Steel Corporation was formed, that the average earnings of the employees of the corporation have not increased. [ expected Mr. Farrell here this evening. I have a tele- gram from him saying he was detained. But Mr. Farrell, the president of the corporation, when he gave me these figures yesterday, said that if the Steel Corporation pai today the same rates of wages as it paid in the year 190! january 18, 1912 would have had to pay for the year 1911 about $31,000,- o less in wages to its employees than it did pay. I ant you to think what that means, If they had paid the ime in 1911 they would have saved $31,000,000. What is the result of this great aggregation? It has abled manufacturers to pay better wages, and in times depression like the present to avoid the reduction of cages. Gentlemen, there has not to my knowledge ever een a period in which steel has generally sold as low as day. There has never been a time in the industry in ‘ich wages of workingmen have been as high as they re today. Why is that? It is because the manufacturer as been able to take advantage of the things that great isolidations of business will give him to make his profits d to have his margin of cost rather than take it from e wages. There is nothing that enters into the cost of ny manufactured article but labor. If we want to reduce sts what are we going to do? What is there that you an make less? There is nothing but labor in the stee: ndustry. About 35 per cent. of the money paid out is ibor, 30 per cent. of it is freight. But analyze freight back its beginning—it is labor. You buy supplies and analyze hem back to their beginning—it is nothing but labor. (Therefore, there is no way in which we can reduce costs forced to do so than by reduction of labor, not only in steel mill, but on railroads, and in the operations of erybody that serves the steel industry. A RETURN TO INDIVIDUALISM WOULD BE COSTLY. lf these great companies are forced to individualism, nd in such a way that they cannot operate as they do day, costs are going to increase; and if they do increase, ind we are obliged to meet competition from abroad and re not properly protected by tariff, there is but one con 5 lusion after that, and that is that labor must suffer the onsequences. There is no other way in which it can be ne The United States Steel Corporation has nét only enefited the people employed by it, but it has benefited the dustry and the independent steel manufacturers in every section of the country. The independent steel manufac- urers have reaped practically as good results from the irmation as the Steel Corporation itself. One of the hief things that enabled the corporation to make its costs ower was its ability to compare the costs of one works vith the other. I have even proposed, as Mr. Felton and me of my friends well know, that independent steel mpanies get together and compare every item of cost nd every advantage as between themselves just as the Corporation does between its various works. The when mystery is made cf costs has passed away. I perfectly willing to give any manufacturer my costs, f he gives me his, because good is sure to result from such mparison. I do hope, therefore, that whatever the future iy hold for us, an excited public may see that no great rtunes have been made through illegal combinations and || change its point of view and come to the realization the great advantages that result from large corporations elieve that many evils have crept into such organiza- ns, and I believe such evils should be regulated and ntrolled. I remember very well with what fear the rail- ids regarded the Interstate Commerce Commission to ulate their affairs. Never anything better happened to railroads than the Interstate Commerce Commission ; id | believe that such a commission should be organized regulate the affairs of great industrial establishments, necessary. And while we may find it a hardship in some nstances, the ultimate outcome of it must be to the advan- ge of all concerned. Stes ASTERN PENNSYLVANIA IN THE STEEL INDUSTRY, lhe Senator spoke of the fact that I had come to Penn- vania for the development of the industries which were iny mind. Why should I not do so? What State in the nion, what country in the world, occupies the pre-emin- nce ofthe great State that the Senator represents. Half, speaking in round numbers, of all the pig iron made in the nited States was made in the State of Pennsylvania this st year. Of $250,000,000 worth of steel exported 85 per ent was made in the State of Pennsylvania. We read { the great works at Chicago called the Gary steel works, ut how many people have stopped to think that the nited States Steel Corporation have added more to its apacity in the city of Pittsburgh than the entire Gary ‘orks has added; and in so doing the Steel Corporation ccognized the value of Pennsylvania as a great manufac- ‘uring center. ° | happened to leok at the figures this afternoon as to vhat our company in Eastern _ had done in ‘he past 10 years, and you will be a little surprised when tell you that our business in the last 10 years has in- reased a Ettle more than 500 per cent. What does that mean? It means that the eastern part of Pennsylvania, my mind, has only entered upon the period of greater a THE ERON AGE 185 prominence in iron and steel manufacture to which its location and its position entitle it. The iron ores in the west are segregated on the Lake Superior ranges. ey are discovering no new ranges, and ore is being depleted at the rate of 50,000,000 tons per year, while the eastern part of Pennsylvania has access to such untold quantities of ore as will supply the needs of its iron and steel industry for hundreds of years to come. Therefore, while we may probably not live to see it, I make the prediction that the East has only started, Eastern Pennsylvania has only started upon a career of successful manufacture that will make it the greatest iron and steel center in the world. Business Methods in Government Hon. Rudolph Blankenburg, mayor of Philadelphia, re- sponded to the toast, “The City of Philadelphia.” Mr. Blankenburg made an interesting address and announced that, while he was recently elected mayor on a reform platform, he was a Republican in national politics and a strong believer in the protective tariff. He said that it was his firm belief that the system and methods used in the business world should also be applied in the manage- ment of the affairs of the municipality. Hon. John. K. Tener, Governor of Pennsylvania, was then introduced and paid a tribute to Mr. Schwab, whom he had known since boyhoed days. He had followed his career in and about the mills which he had created in western Pennsylvania, his further achievements in the eastern part of the State and the many successes during his connection with the iron and steel trade. The Gov- ernor spoke briefly of the resources of the Commonwealth of Pennsylvania, both from the industrial and agricul- tural standpoint. The Eastern Iron and Steel Situation The closing address of the evening was by John Bir- kinbine, who responded to the toast, “The Eastern Iron and Steel Situation.” Mr. Birkinbine said, among other things : The tribute to Mr. Schwab has a twofold significance, and he may well be gratified at the recognition of either by representatives of the manufacturing interests of Phila- delphia and Eastern Pennsylvania and by those from a distance who have joined in the function, We unite in honoring one who, starting near the base of the ladder leading to industrial prominence, is acclaimed as having attained the top; giving another demonstration that the American boy’s best asset is his own capabilities indus- triously applied. It has been my privilege to know the guest of the evening when he was apparently nearer the ladder’s foot than the summit, and to note that on what- ever rung he stood one foot was seeking the next above, while his hand reached still higher. A second feature of this gathering expresses to Mr. Schwab the opinion that his efforts in advancing the iron and steel industry of the eastern portion of the country entitle him to be classed as a “pacemaker.” WHAT PENNSYLVANIA HAS DONE IN IRON AND STEEL As a loyal Pennsylvanian I rejoice in the knowledge that the value of the State’s mineral products and their manufactures represent annually practically one-third of those of the United States and exceed that of all the States and Territories west of the Mississippi River, in- cluding Alaska, and is four times the amount of gold and silver won in the country. No other State—in fact, ne nation except Great Britain and Germany—mines as much coal as Pennsylvania; for each working day an average of about three-quarter million tons is won. I am glad that the State, in spite of the growth of in- dustries elsewhere, supplies over 40 per cent. of the coun- try’s output of pig iron, and over one-half of its steel prod- ucts, and that its blast furnaces have an average output about one-third greater than those in the balance of the country. Notwithstanding the phenomenal expansion of population and industries in newer sections of the country, the nation has in the past decade advanced but little more in proportionate population than Pennsylvania, and our State has more than held its own in iron production and steel manufacture. Most of the increased production is to be credited to the oaneess district, where our guest followed iron metallu through various processes, and he was cog- nizant of the details which made possible r out- puts. While the eatiy of pig iron made in Pennsyl- vania east of the Allegheny mountains has not decreased in a decade, the relative i to the total for the country of this portion of our Staté and of nei; States has suggested to some a retrograde movement. We 186 credit Mr. Schwab as a “pacemaker” in disproving this latter view, for he with others recognized the resources and possibilities of the East, which have been overshad- owed by the enormous development of the Lake Superior a mines and the utilization of the mineral won from em. What the Bethlehem plant is to be you learn from Mr. Schwab and from others, but much of its success will be based upon utilization of known resources, application of modern equipment and putting to useful purpose that which is wasted. This assembly recognizes the progres- Sive spirit and expresses a desire that the fullest success may folow the efforts made. Were I to prophesy other iron and steel industries in the near future close to the Atlantic seaboard I might be considered visionary, but there appears good reason to anticipate such results. THE IRON ORES OF THE EAST. Many of those present are familiar with the iron ores formerly won to supply the Eastern iron industries, and know of dormant or abandoned properties, but can indi- cate but few deposits as exhausted. Improved mining methods and beneficiating processes, the prospect of obtain- ing ores of excellent character at competitive costs with others brought from a distance, suggest revival of activity at many mines. The reserves of but few Eastern ore prop- erties have been investigated, but when this has been done expectations have generally been exceeded. The Lake Champlain Adirondack region of New York supplies 1,000,000 tons of excellent iron ore per year, one- half of which is concentrates, a quantity which can be multiplied as eccasion demands; and in that section alone iron ore deposits have been studied which show reserves to be measured in hundreds of millions of tons. Liberal expenditures at Cornwall and Lebanon in our own State were determined after careful investigation, to be warranted by the reserves. A careful study of the iron ore reserves demonstrates that their exhaustion in the sections considered is no more threatening than in the country as a whole, and anxiety for the future on this score is to my mind unnecessary. -AIDS TO THE EASTERN REVIVAL, Ovens producing coke at the works where the by- products can be recevered and waste gas or heat applied, mechanical equipment for handling materials and products in large quantity at minimum cost, abundance of intelli- gent labor available, transportation by rail and water bring- ing supplies to or taking manufactures from the plants, cities providing docks to accommodate large vessels, with river channels and canals deepened, powerful locomotives and large cars, have improved the transportation problem. Electricity employed for power, light and metallurgical purposes, the production of ferric alloys with elements formerly under the ban, are also matters which tend to a revival of the industry in the eastern United States. To follow the methods formerly used where hand labor predominated, where materials or products are treated in small units, where sources of power and heat go to waste, would be suicidal to any new enterprise. But those most familiar with local conditions are in position to verify the features above brieffy indicated and to add others thereto. It may seem ungenerous to point out to the guest of the evening possible competitors in the field which he and others occupy, but he probably realizes fully as well as any of us that these may come, and may be depended upon to keep his works abreast of any which may arise in the future. We therefore greet our guest not merely because of the ability which he has developed as a man, but because by his initiative in rehabilitating and enlarging a plant with an honored name and a reputation for product, he has pointed the way towards an enlarged iron and steel indus- try in the eastern portion of the United States. Committees and Participants The committee representing the iron and steel section of the Manufacturers’ Club included Henry D. Heller, Thomas Iron Company, chairman; John Birkinbine; James B. Bonner, Carnegie Steel Company; Thomas Devlin, Thomas Devlin Mfg. Company; Jacob S. Disston, Henry Disston & Sons’ Company; Alba B. Johnson, Baldwin Locomotive Works; A. D. Mixsell, Bethlehem Steel Com- pany; J. N. Mohr, J. J. Mohr & Co.; Howard R. Sheppard, Isaac A. Sheppard & Co.; Warren Webster, Warren Web- ster & Co., and James M. Nagle, secretary. The general committee in charge of the banquet con- sisted of Nathan T. Folwell, chairman; Alfred E. Burk, Henry D. Heller, Elmer P. Weisel, E. E. Brown, Walter F. Ballinger, T. Darl Buckwalter, John Fisler, L. N. D. Williams, J. Clifton Buck, T. James Fernley, N. T. Fol- well, 2d.; H. W. Castor, Henry D. Hughes, Charles R. Hall and A. A. Miller. THE IRON AGE January 18, 191 Among those present were the following: Thos. F. Armstrong, Thos. H. Ashton, Eugene M. Applebaugh Edward H. Burr, John Birkinbine, Dimmer Beeber, Alfred Burk, John H. Bromley, Robt. E. Brooke, W. H, S. Bateman, L. Bordo, T. Darl Burkwalter, C. A. Buck, A. Benziger, J. Clift: Ruck, A. C. Buzby, Chas. Bond, Walter F. Ballinger, James 3onner, L. D, Berger, E. E. Brown, W. W. .Blackburn, Cyr Torgner, Lewis Burk. - IF. T. Chandler, S, H. Chauvenet, Geo. Fritz Chandler, W. ‘ Coxe, Edward B. Cooke, Chas. Heber Clark, John J. Caine, T. | Crane. James Mapes Dodge, Thomas Devlin, J. E. Dice, James M. Degnan, D. Geo. uli, C. A. Daniel, Alfred Dryer. J. A. Eberts, Thomas M. Eynon, J. S. Elverson. T. James Fernley, E. C. Felton, E. T. Fraime, Milton Flory John Fisler, Geo. E, Flory, Lewis W. Francis, B. F. Fackenthal G. C. Fogwell, A. I. Findley. i Alex. Graham, Joseph Grundy, James Gayley, J. R. Goehring M. R. Gano, E. G. Grace. Paul B. Huyett, A. F. Huston, Harry W. Hand, Chas. R. Hall Wm. S. Harvey, Charles C. Harrison, Herman L. Hohlfeld, W. S Hallowell, Henry D. Hughes, H. D. Heller, Wm. J. Heller, John Hughes. Jonathan R. Jones, Henry L. James, B. H. Jones, Alba B. Johnson, Archibald Johnson. W. B. Kennedy. James Lord, G. H. Leaf, Wm, O. Lentz. James M. McCunn, Hugh McCaffrey, Geo. LL. Markland, Jr., A, A. Miller, W. B. Myers, A. D. Mixsell, James N. Mohr, ii Jacob Mohr, W. S. Mallory, Harrison S. Morris, Howard C. atlack, Alfred Marshall, F. Warren Marshall. : L. F. Nagle, C. H. Newcomb, James M. Nagle. John F. O’Brien, Col. C. T. O'Neill, George Ormond, John D Ormond. , 5 Antonio C. Pessano, Leonard Peckitt, Grantley P. Postiles, Wm Vedrick, Jr., T. J. Price, gon J. Page. : : F. A. Riehle, Henry P. Rees, James Rawle, David Reeves, G W. Riegel, C. S. Robinson, Chas. F. Rand, David Reeves. Poo wl S. Schropp, Chas. T. Schoen, Howard R._ Sheppard, C. W. Summerfield, C. J, Stark, A. A. Stevenson, H. J. Seaman, H. S. Stebbins, Harry Snyder, F. A. Shick, J. G. Schmidlapp, Leslie Sproul, J. S. Stillman, J. H. Schwacke. Dodson, Agnew 7 Derby, F. D. Dimmick, A, } M. Shaw, Hon. Wm. S. § : Wm. L. Todd, Edwin Thomas, H. Dale Thomas, David Thomas, W. M. Tobias, Harry C. Trexler. C. Von Philp Howard Weiss, Warren Webster, Walter Wood, A._ Spencer Webster, Edw. H. Worth, Geo. F. Worth, I. H. Weaver, Philip E. Wright, W. P. Worth, Warren Wilbur, J. H. Ward, E. H. Williams, R. Wilson. ; Joseph H. Zerby. The New England Foundrymen’s Association The sixteenth annual meeting of the New England Foundrymen’s Association was held at the Exchange Club, Boston, Mass., on January 10, with President H. E. Wetherbee in the chair. A report was received from the committee appointed at the December meeting to consider placing before the railroads the question of a reduction in freight rates on pig iron from the Birmingham district, particularly during such time as the present low prices are obtained, the feeling being that the present rates are too high in comparison. The report was accepted as progressive and the committee was instructed to co-operate further with the associations interested in this movement. Officers for the year were elected as follows: President, Charles L. Newcomb, Deane Steam Pump Company, Holyoke, Mass.; vice-presidents, Robert C. Bird, Broadway Iron Foundry, Cambridge, Mass.; treasurer, George H. Lincoln, G. H. Lincoln & Co., South Boston, Mass.; secretary, Fred F. Stockwell, Barbour-Stockwell Company, Cambridge, Mass. Executive’ Committee— Charles L. Nutter, Old Colony Foundry Company, East Bridgewater, Mass.; Charles A. Reed, Hickman, Williams & Co., Boston, Mass.; J. C. Hosford, Magee Furnace Com- pany, Chelsea, Mass.; D. K. Bartlett, Builders Iron Foun- dry, Providence, R. I.; A. L. Clark, American Brake Shoe & Foundry Company, Norwood, Mass. The Nicholson Sand & Supply Company, Providence, R. I, was elected to membership. The report of the secretary showed the membership of the association to be 130 houses. The treasurer reported a large balance on hand and all bills paid. The banquet in the evening was attended by 125 mem- bers and guests. H. E. Wetherbee presided over the post- prandial exercises, extending cordial greetings to the guests. He presented Charles L. Newcomb, the newly elected president, as toastmaster. The principal speakers were Rey. John S. Lyon and Dr. P. T. O’Reily, both of Holyoke. The party was also entertained by vocal and instrumental music furnished by professionals. A unani- mous vote of thanks was extended to the committee on afrangements, Messrs. Carpenter, Reed and Nutter, for the delightful programme provided. The Goldschmidt Detinning Company's new plant, at East Chicago, Ind., is nearing completion and will be operating in a short time, producing pig tin. Charles Lind- mueller is in charge. lanuary 18, 1912 Panama Canal Electric Locomotives The officials of the Isthmian Canal Commission have warded a contract to the General Electric Company for ne locomotive as a test unit under the alternative A bid a total price for one machine of $24,951. This is to e the first of 40 electric locomotives to be used to tow hips through the Panama Canal locks. They will move along the lock walls on . rack track while tow- ing and by friction when running light. The ma- hine consists of two tractors, with a steel lrum or windlass on a truck. Power will be taken from a third rail. Four locomotives will be used on each ship, two in front on each wall of the lock and two behind. Hawsers from each locomotive to the ship will hold the ship steady and in course. The rear loco- motives will not be un- ler power, but will be towed themselves by hawsers running to the ship. [he specimen loco- motive will be built of carbon steel. The Gen- eral Electric Company submitted 10 bids on these locomotives. The remaining 39 to be used would, under the bid of the company, cost approximately $456,300, Vanadium steel locomotives would have cost, approximately, $510,472. The purchase of one locomotive may not be followed for the remaining 39, after a test has been made, as the option is reserved by the canal commis- sion to take other locomotives if found desirable The Empire Gear & Mfg. Company _ [he Empire Gear & Mfg. Company, Indianapolis, Ind., has been formed for the purpose of doing general ma- hine shop work, but making a specialty of the building ‘! motors, transmissions, rear systems and other mechani- al automobile parts. It has already secured such a stand- ing for first-class work that it has been called on to fur- nish estimates on the more important parts of motor cars by some of the best automobile manufacturers in the country. The officers and directors are all practical men. Frank S. Clark, president, was formerly an engineer officer in the United States army and electrical engineer for the Big Four Railroad. Charles H. Hurd, vice-president, is general superintendent of the Indianapolis Water Com- pany and was formerly professor of mechanical engineer- ing in the University of Illinois. Howard M. Talbott, secretary, has not only been connected with the automo- bile business since automobiles were first made, but is a practical mechanic as well. Albert H. Off, treasurer, is of the firm of Christian Off & Co., Indianapolis, manu- facturers of sheet metal goods and builders of fenders and hoods. Wesley Haefler, superintendent, was con- nected with the Dean Brothers Steam Pump Works for 16 vears and has been with the Premier Motor Car Com- pany since the building of its first car. The R. D. Cole Mfg. Company, Newnan, Ga., states that the daily newspapers exaggerated its recent fire. There was only about a $12,000 loss, and, with the excep- tion of two of the cranes, none of the machinery was in- jured. The company is now running full time and with full force. It manufactures towers and tanks, standpipes, engines, boilers, corn mills, saw mills, sash and doors. The Indiana Railroad Commission is to make an inquiry into the quality of steel rails. It has called a conference of steel rail manufacturers and railroad officials for Feb- ruary &, THE IRON AGE 187 A New Bottom Dump Scale Car Several new features have been embodied in the design of a new bottom dump scale car which has been recently built by the Atlas Car & Mfg. Company, Cleveland, Ohio, for the Youngstown Sheet & Tube Company. Although designed especially for handling coal, the car, which has a capacity of 10 tons, can also be used for handling ore. A New Bottom Dump Scale Car for Handling Coal Built by the Atlas Car & Mfg. Company, Cleveland, Ohio One of the special features of the car is the division of the hopper into two compartments. Heavy steel construction is employed throughout the car and chilled wheels of the street railway type are used. The hopper is suspended from the steel frame by springs that relieve the Fairbanks scales with which the car is equipped from jarring. The hopper is divided into two compartments so that when desired the load can be dis- charged into several bins. At the bottom of each hopper is a door which is operated either by compressed air or by hand. Levers in the cab control the opening and the closing of the doors and this operation can be performed either simultaneously or separately on both doors. Com- pressed air for the door opening mechanism and also for the air brakes is supplied by an electrically-driven air com- pressor. In addition to the air brakes the car is equipped with hand brakes. The cab extends over the platform at one side which enables the operator to have a clear view of the track unobstructed by the hopper. The following table gives the principal dimensions and specifications of the car: Cereal femath,: £0... ki ccaveves ive csdawesss ‘ 29 NG on Duin coe wines wae ode cyewier a 9 Hight from rail to top of cab, ft ss 10 Capacity, Ib........... Foe oy 20,000 Capacity, cu. ft...... . 400 Diameter of wheels, in... ; 33 Cem Or COMM OE... voc ecc wees ssoaboasedducdiceskidabeakioa 56% The electrical equipment of the car was furnished by the Westinghouse Electric & Mfg. Company, East Pitts- burgh, Pa. The car is propelled by two No. 12 A 30-h.p., 250-volt, direct-current motors. The current for these mo- tors is supplied through an overhead trolley which is not shown in the engraving. The Newport Rolling Mill Company, Newport, Ky., announces the appointment of Theodore Geissmann & Co., Inc., Commercial National Bank Building, Chicago, IIl., as its authorized district sales agents for the sale of its gal- vanized sheets, blue annealed sheets and one-pass cold- rolled box annealed open-iiearth steel sheets, as well as its full lin of roofing materials. The Newport Company oper- ates its own open-hearth steel plant, and is thus in position to guarantee a uniformity of product as well as dependa- ble service. Prevention of Industrial Accidents The Work of the American Museum of Safety—Character of Safeguards Now Being Used for the Protection of Employees The American Museum of Safety, 29° West Thirty- the number. But there will always remain fatalities du ninth street, New York, is issuing a series of “Manuals of to what may be called the inherent risks of industry. Th Safety,” which are for sale at 25 cents per copy. The fact must be faced when dealing with all phases of th: subject. The responsibility for preventable accident lies either with the employer or with the workman; an both are usually the sufferers to a varying degree. The point should be emphasized that in industrial pursuits the public at large is rarely a direct sufferer as it is in accidents occurring on lines of transportation, and the police powers of the state must not be s directly invoked. The community is affected indirectly, since it is often burdened with the care of the crippled or with the maintenance of the families of the victims Aside from this responsibility, from which the com munity should be relieved, the state may be held to be charged with the duty of protecting the weak and of seeing that justice is done. The weight of responsibil ity, however, rests with both the employer and_ the workman, and no sentimental considerations should be allowed to befog the fact that both of the parties in a direct interest have very definite and very urgent duties rHE EMPLOYER'S DUTY The employer should exhaust every reasonable means to safeguard machinery and plant, even at the sacrifice, in urgent cases, of some productive capacity The technical staff should give persistent study to the improvement of safety devices, in the light of the teach- ings of daily practice. The whole organization must be animated by the desire to drive home warnings of danger and participate in a campaign of education There must be a close study of all accidents, with a view to drawing from them the lesson of future pre vention. It must be recognized clearly that negligence in providing safety devices, neglect to warn or to teach, brings wit t the payment of adequate compensa Fig. 1—The Old Way to Reach a Crane Cab tions ; : rHE WORKMAN’S DUTY atest addition to this series, on “Yard Practice, Walks and Railings,” has an introduction by Charles Kirchhoff, \ considerable percentage of accidents is always due hairman of the iron and steel section of the museum, the negligence, recklessness and disregard of orders which is as follows: Mr. Kirchhoff’s Views on Industrial Accidents [here is a general consensus of opinion that in this country, until recently, the sufferings and losses lue to accidents in industrial pursuits have been ex- essive, and that a very large share of what relief las been offered voluntarily, or has been secured through process of law, has been dissipated or liverted into wrong channels. General indifference has given way to urgent demands for reform, ex tremists on one side facing the problems involved in the cold-blooded spirit of its effect upon profits, while enthusisasts on the other side urge methods which defy all sense of justice and ignore lurking dangers [he movement for reform has as usual been characterized by violent, exaggerated statements, tainted with ignorance and prejudice, sometimes with Cs * es malice They have not been met by the protests they merit, even by those who have the cause at heart, because of the feeling that sensational agita- tion is needed to overcome indifference. y A JUST DISTRIBUTION OF RESPONSIBILITIES But efforts for a lasting betterment of conditions in industrial pursuits must rest on the broad foun- dation of a just distribution of responsibilities. Even a casual investigation of accidents shows that a large proportion of them is due to causes which could not have been foreseen, or to an extraordinary coincidence of events. There is, of course, the rea- sonable expectation that progress in technical pur- pee ED TS, he oo suits and persistent study of casualties will lessen Fig. 2—The Modern Wavy to Reach a Crane Cab i188 January 18, 1912 THE IRON AGE 189 hibitors at the Museum of Safety whose experience has been drawn upon are the National Tube Com pany, Carnegie Steel Company, Lackawanna Steel Company, Illinois Steel Company, Pennsylvania Steel Company, and Allgemeine Elektricitats Gesell schaft. All these and many other exhibits are always accessible at the museum, to which industrialists and the public are cordially invited, and we trust that they will make use of it, as the conservation of human life is the question of the day; by their visits they will stimulate and promote the work undertaken Some of the Safeguards Shown in the Manual A few illustrations shown in the manual referred to are reproduced herewith to indicate the char acter of the contents