The Iron Age 1916-04-20: Vol 97 Iss 16

BLISHED 1855 Welding Aluminum +, * “ae satay i sao perpsgenremam ss Wy gi i eae ~4 7G i LO hy i COB nF Na é mt Automobile Bodies Savings in Labor and Material Effected by the Oxy-Acetylene Process—A Spe- cial Flux Applied Wet with a Brush BY C. R. Amesbury, Mass., was the mecca for the car- riage industry. With the advent of the automo- bile what was more natural than the development of an industry more in keeping with the trend of the times? The carriage industry in the Amesbury of to-day is to a large extent replaced by factories de- voted to the manufacture of automobile bodies, their products outrivaling in fitness of appointments and fineness of finish and design the most luxurious wooden coaches of old. In Amesbury some rather remarkable methods of aluminum body con- struction have been de- veloped which have made possible radical departures in design, savings of material through the more eco- nomical cutting of pat- terns and savings in actual labor costs as wel] Oxy-acetylene welding plays an im- portant part in this new type of body con- struction at the plant of the Walker-Wells Company, a develop- | \N the palmy days of the horse-drawn vehicle, SUTTON ment of the Walker Carriage Company, manutac turer of carriages for more than 25 years In the manufacture of the Franklin roadster body the back quarter panels, consisting of a single piece of sheet aluminum extending from the door opening on one side around both quarters and across the back could be constructed in no other way ex- cept by welding. The entire section, welded into one solid piece without a seam in 4 min., is shown in Fig. 4. The unpainted Winton Berlin body is another example of the saving effected by oxy acetylene welding. The top of this body is con- structed of aluminum, and is welded to the back panel to form one continuous piece. The top, as well as the vari- ous other parts, may be made up from several plates welded together, | which obviates the | necessity of using large sheets of aluminum, thereby reducing the cost, and in some cases permitting the use of various small pieces of sheet aluminum that would otherwise be- Mi. FiAg ¢ 4 ea - ay oo ty “4 a lag &4 Fig. 2.2Welding’ if Front Panels of Cowl and Method of is ; Holding Sheets Cowl Hammered to Shape with Very Little Fig. 3—The Cowl with Front Panels Welded Place Metal Formed over the Front A and B in7 Min j - be 937 958 THE IRON AGE April 20 916 els of a Franklin bea Around Both Roadster Exte Quarters and Across th Wel d Into One Piece t A in come scrap, again effecting a considerable saving. The construction of a center post panel from four pieces of stock of odd sizes shown in Fig. 5. Welding time on this type of panel construction is 5 min. The forming of the cowl on the Franklin bodies formerly presented many difficulties, due to the large amount of metal that must be formed and swaged over the front to form the front panel. This diffi- culty has been overcome by the welding process, as shown in Figs. 1, 2, and 3. Fig. 1 illustrates the cowl hammered to shape with very little metal formed over the front. The remainder of the front panel is made up by welding in small side sections or wings, as shown in Fig. 2. Fig. 3 shows the completed part, the front panel sections now con forming with the characteristic lines of the Frank- lin hood. The total length of this weld is approxi- mately 60 in. and the total welding time for both is sides is 7 min. A view of the Franklin roadster rear boot, welded into one solid piece, is given in Fig. 6. The min. The same class of work on a coupé rear boot requires a much shorter time, only 5 min., for welding. Welding of this character is carried out with the separate parts clamped on a frame, as shown in Fig. 7. Another operation which formerly presented difficulties in automobile body manufacture is the forming of door panels around the window frame openings. This. was formerly handled by slowly hammering the metal over the frame and carefully working in the corners, the process occupying a total time of over 24 and sometimes 3 hr. Even total time for these two welds is 7 4 Min ding from the Fig. 5—A Welded at A Doo! Was Center Pos from Odd 8S 5 Min Which by proceeding slowly and exercising the greatest in the forming of the metal at the corners, it found that cracks would appear at vari places in the metal, due to the strain of working the metal cold.. A considerable loss of materia! was the result in a great many instances. This difficult is now overcome by using a small acetylene blow torch, which is similar in principle to the wel known Bunsen burner. The metal simultane- ously annealed and hammered by one man, as shown in Fig. 9. In this case the same cylinder of acety- lene that is ordinarily used with the oxy-acetylene outfit is now employed to furnish gas for the anneal- ing and hammering operation. The total time occu- pied by this newer method is 30 min., at a time cost of than one-fifth of what the old method of hammering cold formerly cost, and with practicall no loss. A striking example of the savings that ar being made in the laying out of patterns on alum num sheets is given in Fig. 8. The illustration 1s of a Sedan cowl, roughly shaped, with small pieces welded to the corners, a considerable saving in the size of the sheet necessary for this pattern. The total time consumed in welding the two corners A and B was 5 min. Various other parts not illus trated are welded in this interesting industry, an the oxy-acetylene process also finds many other 1 portant uses on general welding work about th plant. For the benefit of those who are not familiar with the welding process, a detailed explanation 0! the method of proceeding with this class of sheet aluminum welding will doubtless prove interesting care was is less Roadster Min Franklin Z00t of A and B Rear in 4 Welded at Fig Sheets of Roadster Rear Boot Clampee Position for Welding Aluminum 20, structive. In the majority of operations the f the sheets to be welded are turned at right to a height of from one-and-one-half to twice ckness of the metal. After applying a flux ise the metal to flow freely, these upturned are brought together and held with clamp such as are being used by the operator in 2 A short section of a few inches is then This welded section is allowed to cool ighly before removing the clamp, otherwise k would develop which might follow the sub- welding, as aluminum, when subjected to se heat, is very fragile. The tongs are then d a few inches along the line of the weld and netal welded to that point. This is continued the entire section has been joined. The part et welded is allowed too hang free, or is held . helper, according to the size and shape of the eets. Often the helper assists the welder by pulating the free ends of the unwelded portion ringing them into their true relative positions he clamp is moved along the line of the weld in nce of the welding operator. Preliminary ng of the joint at regular intervals with the ng flame, except at the point where the weld egun, is not considered good practice, as it has dency to cause a buckling of the sheets as the | progresses, which interferes with the progress the operator and nearly always results in bad workmanship. The proper use of a fluxing agent is one of the most important points to. be watched in sheet iluminum welding. Its improper application nearly Welded to Corners of Cowl at A and B | Effecting Considerable Saving in Material s results in imperfect work. The following rmation will prove useful to welders engaged eet aluminum work. A special sheet aluminum nixed with water to the consistency of cream, lied to the line of the weld by a stiff brush ar to a painter’s sash tool. After the weld has completed the flux is washed off either with rubbing brush or, as is more commonly the with a bunch of waste soaked in cold water, ater being applied freely. It is necessary to e all of the remaining flux from the line of eld and the adjacent metal for the reason that lly all aluminum fluxes contain chlorides, iminum is very susceptible to the action of ne, either in the free state or in combination ther elements. This causes corrosion, which r may not appear until after the body has painted, when it will cause the paint to peel. t all fluxes can be used in a wet form, but in ent that a dry flux is used the same precau- n regard to removing all traces of the flux It is customary to have a pail of water » that the scrubbing may be done immedi- n the completion of the weld. Care should sed not to “trap” the flux in the weld, in ‘ 1916 THE IRON AGE 939 Fig ; Annealing Aluminum Window F: ! ()pe gz with Acetylene Blow Torch t - : me Without Cracking which case no amount of scrubbing would remove it. By “trapping in the weld” is meant the flowing together of the metal in the joint above and below the flux so that the flux cannot be entirely burned out. An advantage in using flux in a moist condition is that when applying the first coat with a piece of cloth both edges of the metal must be rubbed to a distance of about °4 in., which effectually removes any oxide from the surface of the metal and also destroys any greasy material that might form a film over the molten metal. After this is done a second coat should be applied sparingly with the stiff brush. No filling material is used in the welding opera- tion, except at such points as a defect may occur, either through the improper handling of the weld- ing flame or lack of a sufficient quantity of flux to allow the metal to flow together freely. In the lat ter case, usually a narrow strip cut from the same metal is used as a filler, and the operator re-fluxes the line of weld before starting to fill in the defect- ive spot. After welding, the line of weld is hammered flat under spring power hammers, similar to those used for flat hammer work in all sheet metal industries The Baby welding blowpipe used in this class of welding is a new product of the Presto-O-Lite Com- pany, Inc., Indianapolis, Ind. It is peculiarly adapted to sheet aluminum welding on account of its small size and its easy manipulation. With it a workman can weld thin sheets more rapidly than with the heavier type of blowpipe such as is com- monly used in large repair work. British Pig Iron Output in 1915 Great Britain’s pig-iron output in 1915, according to the data published by the Iron, Steel and Allied frades Federation Statistical Bureau, was 8,793,659 gross tons: 53,000 tons of this is estimated. The total was made up of 1,024,063 tons of forge, 1,573,575 tons of foundry, 2,272,684 tons of basic and 3,564,276 tons of hematite iron, 255,484 tons of spiegeleisen, ferro- manganese and ferrosilicon and 103,577 tons of direct castings. Out of a total of 489 furnaces, 291 were in blast. The next meeting of the New York Section of the Society of Chemical Industry will be held at Rumford Hall, 50 East Forty-first Street, on Friday evening, April 21, at 8.15. The program for the evening will include a paper on “The Present Status of the Ameri- can By-Product Coke-Oven Industry,” by Thomas C. Clarke. % — eee ee - se: a als ee ae 940 THE A New Form of Viscosimeter In a paper presented by H. C. Hayes and G. W. Lewis, professor of physics and assistant professor of engineering at Swarthmore College respectively, at the spring meeting of the American Society of Mechanical Engineers held at New Orleans, La., April 11-14, a new form of viscosimeter is described. It operates in accord- ance with the principle that a solid body having a sur- face of revolution when suspended in a rotating liquid experiences a torque which is proportional to the vis- The Viscosity of an Oil is Here Measured by the Twist Given to a Body When Oil Chamber Is Revolved cosity of the liquid under test, such as a lubricating oil. The specimen S is contained within a cylindrical chamber that is rotated uniformly by a motor, M, through a worm drive, R, A cylinder, C, is suspended within the specimen by a thin steel wire, W, so that the axes of the rotating liquid and the cylinder coincide. A cap, V, shaped so that the excess liquid can overflow when the cap is seated and thus give constant condi- tions within the specimen chamber, is provided. The specimen chamber is surrounded by an oil jacket, J, in which a thermometer, 7, is suspended. The jacket oil may be brought to any desired temperature by a heat- ing coil. The cover of the jacket chamber D has a scale graduated in degrees or may be calibrated to read the viscosity in terms of a standard liquid directly through the deflection of the pointer P. The speci- men chamber and the suspended cylinder are both made of copper to insure a constant temperature throughout the specimen and the outside of the specimen chamber is provided with blades which keep the jacket oil thor- oughly mixed as the chamber revolves and thus ex- pose the latter to a uniform temperature. This, it is explained, is an important factor toward insuring con stant temperature throughout the specimen. Experimental work conducted with the machine has shown that the temperature of the specimen is uniform to within a small fraction of a degree and follows that of the jacket oil so closely that the temperature-vis- cosity curve can be taken while the temperature is slowly raised or lowered. This has proved to be a great saving of time and also saves labor, as it is not neces- sary for the operator to stand by the instrument con- tinually. The deflection of the pointer is at any instant a measure of the viscosity, so that all that is required is to take simultaneous readings of temperature and de- flection at intervals in the heating or cooling process. The Steiner Mfg. Company, gasoline engines, Plymouth, Wis., has been obliged to place an overtime working schedule in effect to enable it to fill orders. Further orders from the Pacific coast have made this necessary. IRON AGE April 20, | New Centrifugal Pump Duty Recor: A duty record of 168,300,000 ft.-lb. per 1000 }} steam has been established by the centrifugal pum; stalled in the Low-Level Pumping Station of Monty. .). Canada. The pump is driven by a steam turbine } »)\t by the DeLaval Steam Turbine Company, Tren‘on. N. J., and has a capacity of 30,000,000 imperial or 36,000,000 U. S. gal. per 24 hr. against a 21()-f* head. The test consisted of an 8-hr. continuous after the pump had been operated steadily for 15 days of 24 hr. each. The specifications covering the p: mp required that the duty guaranteed should include a!) losses, including pipe friction, velocity head and steam used by the auxiliaries, with the further stipulation that the pumping unit should be credited with the vertica! distance from the water in the suction well to the center of the pump shaft, while the discharge pressure should be measured at the point of connection with the city main corrected to the elevation of the center of the pump shaft. The specifications of the turbine and pump, which were supplied by the E. Laurie Company, Montreal, representative of the DeLaval Steam Turbine Company, are given in the accompanying table: =a ¢ Rating of turbine, b.hp 1,601 Number of stages.... ’ SS aetna alee os 14 Speed of turbine, r.p.m 2,606 Ratio Of Pens TOGUCTION. «icc ieee sk citcaes 6 to 1 Speed of pump, r.p.m.... it ak ae ei ; 600 Diameter of suction and discharge openings, in. 30 Weight, including pump, turbine and reduc- tion gears, Ib..... oa a te aie 80,000 Floor space required, sq. ft.. é ‘ 247 Coke Consumption and Height of Cupola Coke consumption in the cupola is discussed by M. E. Gallon in the March issue of the Foundry Trade Journal (British). He considers that the height of the cupola stack affects coke consumption to an important degree. The distance from the tuyeres to the charging door is usually arbitrary, with published data based rather on what is accepted as fairly good practice than on any law. This particular factor is generally obscured by such variables as blast pressure and density of the charge. Mr. Gallon contends that the higher the stack, within practical limits, the greater the efficiency of the furnace. It is not known whether this is because of the longer contact of the hot gases with the iron, longer con- tact with the coke or by creating increased resistance to the travel of the gases. The amount of oxygen blown in is not affected by the height of the stack, and if that oxygen combines with carbon in the melting zone to form CO,, the only further change it can make is CO, + C= 2CO, resulting in waste of fuel without further heating. But if a proportion of the oxygen is already passing off as CO, because of imperfect com- bustion, no increase in height will alter the fact, though it would abstract a little more heat from those gases the same as with CO, or any other hot gas. To Sell Electric Steel Ingots The Charleston Steel Company, Charleston, W. V2.. has been incorporated to manufacture steel ingots of plain carbon and alloy steel in electric furnaces. The authorized capital is $400,000. H. G. Scott, president Virginia Power Company is president; Isadore Schwabe, treasurer, and Edwin M. Burdette, secretary, al! of Charleston, and J. G. H. Hamilton of Hamilton & Han- sell, New York, is vice-president. Contracts for the buildings have been let to the American Bridge Com- pany at a cost of $150,000 and two 8-ton Rennerfelt electric furnaces have been ordered. The other equip- ment will be mainly second hand, new machinery 10 being obtainable. Scrap metal will be the raw materia’ and natural gas and electricity will be largely employe¢ The electric power will be furnished by the Virgin! Power Company. The Reading Car Wheel Company, Reading, Pa.., will supply 8000 wheels for 1000 gondola cars recently oT dered by the Philadelphia & Reading Railroad. Meat a } 20, 1916 EAVY SHIPMENTS AT SEATTLE D i« ng of cargo with dispatch, from the ship to the and \§ the Most Valuable Pacific Coast Cargoes in Years ATTLE, WASH., April 6, 1916.—One of the finest inals for the meeting of water and rail traffic on ( cific is the Smith terminal of the Seattle Every means is provided for the coast ‘ommission. There are three cranes on the vice versa. g of the U-shaped dock. The traveling gantry in -eground of the accompanying view traverses the ‘rom one end to the storage shed on the other t i + It has a capacity of 5 to 10 tons and is used loading cars on the dock for storage, loading with outrigger over the hold, for coaling ship, \ Seattle Port Commission Dock on Which a ‘he stiff lez with a wood boom 100 ft. long and square handles ship’s cargo when the gantry is therwise occupied, and can handle a load of 10 tons he dock to the hold and place it anywhere within uare of the hatch. There is also a shear leg f fabricated steel built in Seattle which has a ty of 100 tons. It is used for lifts of 10 tons red on the left dock at the time the photograph ken and awaiting shipment to Russia via Vladi- were 160 knock-down box cars for the Siberian 150 cases of shell-making machinery for the it Petrograd, 10 cars of barb wire, and the to the left of the photograph is a train of with 36 armored autos which the boats take loads. In the shed there were 35 cars of 000 kegs of railroad spikes, 20 cars of barb d 1000 bales of cotton. On the right leg in the i were 5000 tons of bar steel for Yoko tons of sulphur for Tacoma, 15,000 kegs i railroad spikes for the Russian Govern- ales of cotton, and 10,000 kegs of wire eastern ports. In the shed there was ge portion of the cargo of the steamer f the Blue Funnel line, to the right of and the incoming cargo was valued at It consisted of 14,000 measurement tons, rubber in 18,000 cases and valued at $5,- onsigned to Akron, Ohio. It was the largest ' raw rubber ever brought across the Pa- Settlements. Other shipments and Japanese general merchandise and of om Banca were valued at $2,500,000, and rgo of valued at a the Straits e raw silk million fin- THE IRON AGE Record P 941 ished the most valuable general cargo that has ar rived on the Pacific coast in years The Talthybius took a full cargo on her return trip, all American made goods. It consisted of flour, iron and steel, machinery, automobiles, nails, steel plates, wire and cotton. Every one of the holds was full to the brim, and all was loaded over this dock, but even with all this prosperity and the further fact that the four other docks of the Port Commission are overflowing with freight from and for the far east, political influence and private interests have tried to make the general public believe that these docks are a failure. It can be truthfully said that not another dock on the Pacific coast is as well equipped for the handling of shipments large or small; and there are wire but few on the Atlantic coast that can dock seven ships of the size of the one shown, The only reason there are not more ships docked here now is that icific Coast Cargwo Was Recent! Unloaded they are not available and the cars to handle the in coming cargo are not to be had. French Iron and Steel Imports in 1915 1915, records, imports in previous French pig-iron according to L’Usine, exceeded all being 175,201 metric tons, mostly from Great Britain, against 21,900 tons in 1914 and 50,345 tons in 1913. Imports of semi- finished and manufactured iron and steel in 1915 were 902,585 tons against 109,459 tons in 1914 and 152,000 tons in 1913. It is expected that the 1915 figures wiil be largely exceeded in 1916 because of the exhaustion of French stocks. The imports of machine tools and other products of iron and steel in 1915 expanded also, 134,700 1914 Exports were greatly reduced, only 152,000 tons of pig iron and steel being sent abroad against 7,620,000 1913 reaching tons, twice those of tons in The Hilles & Jones Company, manufacturer of punching and shearing machinery, Wilmington, Del., has purchased the old iron rolling mills adjoining its property, originally operated by Seidel & Hastings and later by the Keystone Steel Company. The old build being razed to provide for future The ings are now development of the Hilles & Jones spac e pusiness ap- proximate dimensions of the site thus acquired are 352 x 514 ft The Standard Chain Company announces that it will reopen its plant at St. Marys, Ohio, as soon as the necessary raw material can be delivered there It has been shut down for some time * o Pee aS ee eee ee DYNAMIC BALANCING MACHINE How Unbalance of Machinery at High Rotating Speeds May Be Corrected An ingenious machine, to give parts of machin- ery which have to revolve at relatively high speed such a degree of balance that there will not be vibrations in running, as in the case of automobile crankshafts or ventilating fans, has been designed by N. W. Akimoff of the Dynamic Balancing Ma- chine Company, Harrison Building, Philadelphia. He regards it as employing a new principle, and he Balancing Cage a Vibrations are Limited to a Vertical Movement and the Cage Below Is Adjusted to Neutralize Them presented a paper descriptive of it before the meet- ing last week in New Orleans of the American So- ciety of Mechanical Engineers. He differentiates between static balance and dynamic balance. In other words, he calls atten- tion to the fact that an unbalanced condition of a rotating body may be due either to lack of static balance or lack of dynamic balance. The static balance may be obtained by a static balancing ma- chine which involves the drilling of one hole or the adding of a weight to bring the center of the mass of the body somewhere on the axis of rotation. In a statically balanced body, however, there may be two masses on opposite sides of the shaft, located axially some distance from each other. Such masses, owing to the fact that there is static balance, must be in the same axial plane and the products of each mass and its respective distance from the axis of rotation must be equal. However, the two masses on rotation form a couple with the result that when high speed is developed the vibrations manifest themselves, as is noted in the defective commuta- tion in electrical machinery, with wear on bearings, or, in the case of grinding disks, defective products. The object of the Akimoff machine is to estab- lish another couple which shall still maintain the static balance, but also oppose the couple which gives unbalance at high rotative speed. The prin- ciple of the machine may be gained from the ac- companying drawings. A rigid horizontal beam, such as a lathe bed, is hinged at one end and supported by a spring at the other. The body to be tested, already in per- fect static balance, is rotatably supported on the beam. If dynamically unbalanced, the body will, when rotated, cause the beam to vibrate in a vertical plane, with a period of oscillation equal to the 942 THE IRON AGE April 20, )\1¢ period of rotation of the body. In other wor the speed of the unbalanced body is, say, 315 rm. the beam will vibrate at the rate of 315 com»tete oscillations per minute, quite regardless of the ¢ jar. acteristics of the spring (except possibly at the very beginning of motion). “Now imagine a second body,” says the author. “exactly similar in every respect to the first, als in perfect static balance but dynamically unbalanced to precisely the same extent as the first body, ten porarily associated with the same beam, say sus pended under it. If these two bodies are opposite located as to balance and run precisely at the same speed (synchronously), then the unbalancing or dis- turbing couples will cancel out, and the beam wil] have no tendency to vibrate, no matter how badly unbalanced, individually, are the two bodies. This is the fundamental principle of the machine—t determine unbalance by determining the unbalance necessary to neutralize its effect.” In the actual machine instead of the second bod) being an exact image of the original unbalanced body, it is a so-called squirrel cage, and this is rotated in unison with the article to be tested. The cage, as indicated, consists of two or more circular disks, carrying an even number of rods (usually six or eight) arranged slidably in the disks. The rods are accurately made and their common weight is known; therefore, any displacement of one of the rods with respect to the one exactly opposite will not affect the static balance, originally perfect, of the cage, but will introduce a certain centrifugal couple, according to the relative displacement or added distance. As an example of the use of the machine, the author considers the case of a ventilating fan, shown in one of the drawings. The unbalance may be due to two excess weights grossly exaggerated in the figure. This will result in a centrifugal couple, and to counteract it the cage will have to be put into a state of unbalance as shown by the relative displacement of the rods and as measured by the added distance. Thus the cage has means for indi- cating the exact amount of the unbalance which has been put into it in order to reproduce with the opposite sign the exact unbalance of the article being tested. For instance, the displacement or added distance of 15/16 in. may represent for a cer , congested ragions —_- oor oo sip oaine To seid »+ anise | ™ “ added distance The Scheme for Neutralizing and Measuring Unb Illustrated in Case of Fan Wheel tain speed a couple of 120 oz.-in. The plane of Ul balance is established by the location of the tw° rods, the moving of which into a new position stops ‘tion. The value of the couple is immedi- en by the added distance. biect of the spring on the machine is to rations of the Automobile Crank Shaft Are. Nullified by Shifting, Machine is in Operation, the Bars of the Cage Suspended Under- Machine, and the Amount and Position of the Shift are Measures made of hardened tool of the Unbalance Causing Vibration intensify the amplitude of the vibrations. An in- teresting feature is that the rods of the cage may be adjusted axially while the cage is in rotation. A set of tables is provided with the machine so that the operator can pick out the necessary direc- tions as how to remove a certain amount of metal from one of the cranks of the automobile engine, for example, and how to drill the flange in order to secure the balance. The author admits that one pair of rods would suffice if the relative position ' the reds could be altered through the transmis- n device, but for convenience three or four pairs rods are employed and even then it is sometimes essary to change the angular position of the 0 that the balancing can be done by one pair ‘ods and not two, as often happens at the be- r of the test. » Universal Horizontal Routing Machine : (he routing of the vent and powder grooves in » ‘he fuse rings of shells is the special field covered ichine that has been developed by the George Machine Company, Racine, Wis. This ma- designated by the builder as its No. 8-C versal, is designed to operate with the cutter g in a clockwise direction while the work ounter clockwise, or vice versa. This oppo- rotation is relied upon to give a smooth groove with a single cut, and to increase . | ‘put of each operator still further an effort made to simplify the operating mechanism ne operator can handle three machines. pindle, which it is recommended should run roximately 3200 r.p.m., is hardened and tool steel with combined radial and thrust rings mounted in a sliding sleeve. Felt ‘ose the sleeve at both ends and are relied prevent the escape of grease with which ve is packed. A nut on the rear end of the ‘akes up the end play. The loose pulley is pr ndependently of the spindle on ball bear- h are also grease lubricated. The spindle pulley sleeves are clamped together by a xe bored to fit them, an arrangement which ? 1916 THE IRON AGE 943 is relied upon to bring the belt pull between the front and rear bearings and as far as possible keep the spindle from getting out of line. The cutter is mounted in the spindle collet at the right of the machine. It is pointed out that this arrangement holds the cutter rigidly and at the same time en- ables changes to be readily made. A spacing pin in the collet is relied upon to keep the cutter from slip- ping back, and if the length or diameter of the cutter is changed, new spacing pins, having sufficient length to cause the cutter to pro- ject at least “x, in., or different sizes of collets, can be supplied, the lat- ter making it unnecessary to change the spindle. The ring to be machined is clamped on a hardened and ground steel plate at the left by a drop forged support and hardened cam. The work holder bearing is of the builder’s special type and runs in oil. Adjustments when necessary can be made easily and vibration has been eliminated. The stops are steel and operate inside the work holder case. The output of the machine is between 25 and 30 rings per hour. The feed pulley is mounted on the rear case and operates the work holder by two pairs of spur reduction gears. A cutter lubricating system, including pump, tank, strainer, relief valve, piping and flexible nozzle, is furnished with the machine. A pan is cast around the base of the machine to catch the lubricant and convey it to the tank, thus keeping the floor clean and free from chips. The machine as regularly furnished is mounted on legs, but if de A Universal Horizontal Routing Machine for Cutting the ind Powder Groove Fuse Ring sired can be arranged for use on a bench, and the pump of the lubricating system omitted. The spindle, pump and feed pulleys are driven from a jackshaft which can be of a length sufficient to drive a number of machines. “eg: } * at The Steel Industry of Europe After the War Position of Countries Which Produce Little or No Iron and Steel—Wide Variations in BY H. H. [t is impossible to foretell what is going to hap- pen to the steel industry after the war, but we can get the main facts together and at least under- stand the problem. We must first find out what position the different nations occupy as steel pro- ducers and what advantages they have in the way of raw materials. Table A gives the output of coal, iron ore, pig iron and steel in the leading nations of Europe in the year 1913, with the record of the United States for comparison. The table also gives the pounds of steel produced per capita in each country. TABLE A Production of Steel, Pig Iron, Ore and Coal in 1913 Note ! unit equals 1000 gross tons, except “pounds per capita Pounds Per Pig lro Steel Capita [ror Ore Coal United States 31,301 700 30,966 61,980 508.893 Germany 18,959 650 19,309 35,941 191,511 Great Britain 7,664 380 10,260 15.997 287,430 Russia B11 70 4,756 10,000 33,335 France j 4,635 260 5,311 21,714 $0,129 Austria-Hungary 2,683 120 1,758 3,039 16,337 Belgium 2,467 740 2,485 149 22,858 Italy 846 50 $27 603 701 Sweden »83 240 735 7,476 364 Spain 320° 35 425 9,862 3,783 *Estimated ORE AND COAL It might be supposed that we could find out the richness of the ore in any country from the relation between the output of ore and that of pig iron. Thus the United States produces just about two tons of ore for every ton of pig iron, and we know that our ore runs about 50 per cent in iron; but this method fails when we apply it to countries that either import or export a large proportion of their output. Thus Belgium raises no ore, yet it makes more steel per capita than any other nation, while Spain and Sweden export large quantities of ore but produce comparatively little iron. The output of coal follows more closely the pro- duction of iron; and while there are exceptions we find that on the whole a nation which is a leading producer of steel mines a large quantity of coal. One or two countries have overcome natural disad- vantages. Thus Sweden has hardly any coal and must use charcoal, while Italy imports fuel for smelting iron. PIG IRON AND STEEL There is no necessary connection between the amount of pig iron and the tonnage of steel pro- duced. Thus Petrograd makes no pig iron, but imports it to make steel; on the other hand, Ala- bama made pig iron for many years but not a pound of steel. Moreover, there is a complication in steel statistics, for the figures usually given are the tons of ingots cast, while the scrap made in rolling will be put back into the melting furnaces and appear over and over again in the course of a year, and we know also that old material ulti- mately finds its way back to the steel works and appears again in the form of ingots. The United States and Germany and other na Per Capita Output CAMPBELL tions make just about a ton of steel for every top of pig iron; but Great Britain produces only three tons of steel for every four tons of pig iron, be. cause a great part of the iron smelted from the native ores of England is not well adapted for making steel, although it is excellent for foundry use. As a consequence, Great Britain exports large quantities of pig iron to Belgium, Germany, France, Russia and other countries. Conditions in Italy are just the opposite, for almost all the pig iron is melted in open-hearth furnaces with an equal amount of scrap, so that the tonnage of steel js twice that of pig iron. POUNDS OF STEEL PER CAPITA The amount of pig iron made or used per capita is often taken as a yardstick by which to measure the civilization of a nation; but it seems better to take the steel production. While on the one hand the tonnage of pig iron is a measure of real pro ductive power, since practically every pound of pig iron is a new creation from crude ore, yet on the other hand the manufacture of steel shows a higher development of metallurgical science. We must also distinguish between production and consumption; but to find the amount consumed would require a long analysis of tables of imports and exports, an inquiry a little outside of our field, so that Table A shows the amount produced. Belgium and the United States come first in the amount of steel made per capita, with Germany and Great Britain following. As just remarked, we should subtract something from the record of the leading producers to balance their exports, and we should add something to countries like Spain and Italy to make up for their imports; while, of course, the figures mean nothing if applied to a countr) like Holland, which makes no steel at all. NON-PRODUCERS OF STEEL Before taking up the leading iron-producing na tions it may be well to say a word about those that do not loom large in the statistical tables. Nor- way, Denmark, Holland, Switzerland and Portugal! produce practically no iron and mine hardly an) ore or coal, so that they may be dismissed from consideration; but the Balkan states may not ° disposed of so summarily, for travelers have told us of mineral deposits in those countries, albe!t these stories have little weight with metallurgists There may be coal there that will serve very Wwe! in a cook stove or a blacksmith’s forge, but be use less for smelting pig iron; while an ore bed, whit! a newspaper correspondent would describe as inexhaustible supply,” might last a modern Dias furnace about a week. The last edition of the Encyclopedia Britannic says that “Bosnia is rich in iron and coal,” but ™ the Austrian official report we find that although Bosnia has been producing iron since 1881, ™* output in 1912 was only 145 tons per day, whit? could be made in one furnace of moderate size. TH output of ore was 435 tons per day, and if this was all used to make the pig iron, it only contained 32 per cent of iron. These facts will indicate ho¥ Je 944 ance can be placed on general statements y natural resources. SPAIN ed as a producer of iron, Spain occupies a all place in the world, but there are only tions that produce more iron ore. From times the iron made in the northern prov- as been renowned for its quality; and as coal near by, we have the essentials for a hing steel industry. Spain is, however, a ard country and the market for miscellaneous ts is limited; as a consequence Spain has elling her birthright for a mess of pottage English iron masters years ago bought for a the mines around Bilbao and for half a cen- tury have been carrying the ore away. Some has been and is still being shipped to Germany, France, Relvium and the United States, but the greater goes to Great Britain. For long years the average content of iron in the ore that is shipped has shown a steady decrease, mineral being mined to-day which would have been rejected a few years ago, and from time to time predictions have been made of the exhaustion of the deposits; but somehow these dire prophecies never have come true. It is certain that all the mines will not give out simultaneously and that the end will be long postponed by mining inferior ores, while it is quite possible that new deposits will be found. Nevertheless it seems more than probable that before many years the end must come to the huge exports of ore that have played so important a part in the international iron trade for fifty years. SWEDEN Sweden is known to every one as the producer of the best grade of wrought iron and steel, al- though she is cheated out of some of her just due because men will speak of Norway iron, just because it came from a Norwegian seaport. This superior quality is partly due to the purity of some of the Swedish ore and partly to the use of charcoal as uel. There is no good coal in Sweden and so her ron masters have made a virtue of necessity and e devoted themselves exclusively to making pure ron and steel for special purposes. Sweden is not of the first rank, if we merely of the tonnage of iron and steel produced, important as an exporter of iron ore and enters our problem, particularly with regard England. There are large deposits north of the Circle, but the mineral is scattered irregu- n hard rock and much of it must be ground i magnetically concentrated. It is sent across : Men get to an ice-free port and shipped to “ngiand, Germany and the United States. geographical point of view this ore ll go to England, and in a certain measure say that it would make up the shortage hound to come when the mines of Spain But this Swedish ore costs more than the at has been drawn from English-owned nines; it is more difficult to smelt and a portion of the output contains too much to be suitable for the making of acid ese facts have an important bearing on ¢ the steel industry of Great Britain. ITALY “ration ago Italy exported ore from the Elba, where mines were worked more years ago; but the government has now ; commandeered what is left and reserved onsumption. As the reserve is small 1916 THE IRON AGE © and as fuel must be imported from England, in the absence of any coking coal at home, it does not seem likely that Italy will develop into a formidable competitor for the iron trade of the world AUSTRIA-HUNGARY Austria-Hungary raises a little more ore than is needed at home and sends the surplus to German Poland, but there is only one large deposit of fairly good ore in the dual empire, and this is in Styria in the south, as far as it could get from the best coal in the country. Since even this coal in the north gives a poor coke, the works in the south bring coke all the way from western Germany, this long rail- road haul of blast furnace fuel being matched no- where else in the world except in the trip from Connellsville to Chicago. From these facts it would seem that Austria will not be a big factor in the steel trade of the world in the near future RUSSIA There are several old-established iron districts in Russia, but all save one can be eliminated at once from this review. The Moscow and Ural dis- tricts depend on charcoal for fuel; Petrograd uses imported coal and iron, while Poland has almost no ore and very poor coal, and is only kept alive by coke brought from Austria and by government help in the form of low freight rates on ore from south- ern Russia. We have a different state of things in the south, near the Black Sea. Here there are extensive de- posits of coal which are far from being of the best quality, but yield a coke suitable for blast furnaces. We also find here a bed of iron ore known as the Krivoi Rog. This ore is rich in iron and low in phosphorus, and if there were an unlimited amount of the mineral it might form the basis ef a world- wide trade; but the end of the supply can be fore- seen, and it is probable that about all the output of this region will be needed in Russia. There are other beds of iron-bearing mineral in the Crimea, but it is difficult to get accurate infor- mation about them, for the ore occurs between strata of worthless earth and reliable observers have varied widely in their estimates of the quan- tity and quality of the reserve. The output of South Russia is constantly increasing, but there is no sign to-day that its plants can compete in price with the outside world. GREAT BRITAIN, GERMANY, FRANCE AND BELGIUM We have now considered all the nations of Eu- rope except Great Britain, Germany, France and Belgium. These are the countries which have been in the past, and will be in the future, the most active competitors of the United States. They will be most affected by this war and we are more inter- ested in their history and their future than in the story of other countries. We will therefore take up these nations more in detail in future articles The production of anthracite in 1915, as shown by the final figures compiled by C. E. Lesher of the United States Geological Survey, from returns made by the operators, was 79,459,876 gross tons, differing from the estimate of 79,100,000 tons published last January by less than one-half of 1 per cent. Compared with the figures for 1914, those for 1915 show a decrease of 2 per cent in quantity and 1.9 per cent in value. There were 148 machines used in underground mining of anthracite in 1915, and 57 steam shovels were used on the surface. The steam shovels are nearly all used in the Schuylkill and Lehigh regions, and the mining ma- chines in the Wyoming region. The Industrial Preparedness Inventor Personnel of the Groups of Five Directors for Each State Appointed by Engineering Societies for the Naval Consulting Board HE personnel of the groups of directors from each pany of America, Washington; Charles L. Parso State charged with preparing an inventory of the Bureau Mines, Washington country’s, manufacturing and producing resources as a piacere ' Set os co . ; , L. R. McLain, St. Augustine; Robert N. Dik first step in industrial preparedness has been announced - ee 2 a and is given below it will } ‘ecalled tl t} Augustine R. E. Chandler, University of Florida § Ww. wl € recallec that t 1e — ville Cc. S. Hammatt. Consolidated Engineering ( anton on industrial preparedness of the Naval Consult- jacksonville: E. R. Flint. University of Florida, G ing Board of the United States, at the request of the ee : a ; GEORGIA President of the United States, secured the co-operation < G hk Solomon, Solomon-Norcross Company, At of five national engineering societies in appointing a W. MeCallie, State Geologist, Atlanta; Oscar Elsas representative in each State. As explained in THE Bag & Cotton Mills, Atlanta; A. M. Schoen, Ur IRON AGE of March 30, the plan is in part to arrive at Association, Atlanta; F. N. Smalley, Southern C the basis under which a state of preparedness may be Company, Savannah maintained economically by placing small annual edu IDAHO : . - 7 : . . I. S. Parker, St. Maries; Stanley A. Easton, K cational orders for army and navy supplies with thou- ; 3 aU ~ ate oan ; 7 Es : ere ° 5 , George | Waddell, Squirrell, Fremont County © sands of establishments scattered throughout the coun \J Electr Investment Company, B . . . ‘ Vici! iS, 2ectri nves 1en oO iF A boise ] try and by enrolling skilled labor as an industrial re Jones, University of Idaho, Moscow serve. Howard E. Coffin, Hudson Motor Car Company, ILLINOIS is general chairman, and W. S. Gifford, statistician of R. W. Hunt, Chicago: Frederick K. Copeland, su the American Telephone & Telegraph Company, is Machinery Company, Chicago; Dr. W. F. M. Gos supervising director. The State directors, who become versity of Lllinois, Urbana P. Junkersfeld, Comn associate members of the Naval Consulting Board, are Edison Company, Chicago; William Hoskins, M listed by States, and the order in which the names ap Hoskins, Chicago pear will indicate by what society each director was INDIANA ; appointed—the first name in all cases being the appoint William K. Hatt, Perdue University, Latayette; Georg ment of the American Society of Civil Engineers, and the others in the order named being appointees of the . Hulst, International Lead Refining Company, E reorge O. Rockwood, Rockwood Mfg. Com; - dianapolis F. S. Hunting, General Electric Compar I mining, mechanical, electrical and chemical societies: Wayne: H. E. Barnard. State Food & Drug Inspé ALABAMA | : J. S. Sewe \ Marble Compal Gantt’s Quart! LOWA Priestly Touln ehigl Coal Compar Birminghan George H. Boynton, Northern Gravel Compan . H. Crockard, T« essee Coal, Iron & Railroad Compa tine | \. Savre, Eagle Coal & Mining Comp Birmingl Theodore Swann, A Power Compat foine S. M. Woodward, State University of Iow Birming! K B IX \ val r tec! titut Cit Norma r. Wilcox, Mississippi River Power C Aubur Ke W r. Coover, lowa State College, Ames \LASKA KANSAS N . Gold Mir 7 ! H. Whitmer, Whitmer Contracting Compat mae . well G : H. G. Hixon, Prime Western Spelter Comp: freorge A , I, Sehe ee \ r. Kansas State Agricultural College, Man! : W Fu George C. Shaad, University of Kansas, Lawrence LRIZONA \\ iversity of Kansas, Lawrence ( : a \riz ‘I g «% : W I : \I KENTUCKY : si Laeitieli se I og A : Montfort, Louisville & Nashville Ra lroa WW ‘ Ariz y ' ~ Kral D. Rash, Bernard Mining Company, Earlingt ( I \ riz rucse WV 5. Speed, Louisville Cement Company, Louisyv Nachod Nachod Signal Company, Louisville \ \RKANSAS Bre er, J es & Breckler, Louisville ( Miller I Eng ( For I ¢ ( LOUISIANA I | VW 7 ‘ : ‘ Arsene Verrilliat, Hercules Company, Ltd., New O01 WoO a . , ; ssigned 4. M. Lo kett A. M. Lockett Co., Lad | ' Ay 7 e } Orleans M. S. Sloan, New Orleans Railway & Light New Orleans W. L. Howell, Appraiser’s Labor ALIFORN ‘ t House, New Orleans W Meredit Sanderson & Porter, San Francisce G. W MAINE , San Francisco: ¢ W Mert » Merril Metallurgi« ! ( Jordan, Portland R. H. Richards, Massa Company, San Francisco; A. H beock, Southern Pacifi tute Technology, Boston; J. S. Hyde, Bath Iron W rower Company, 5 . O'N¢ versit Bat W. S. Wyman, Central Maine Power Com} ' : Be , ssigned COLORADO MARYLAND H. S. C1 ’ pigeon ska D. W. | Denver r. I H. |). Bush, Carnegie Steel Company, Baltimore: W moet Denver; W. S. Aldrich, Col Ag tu A Baltimore Copper Smelting & Rolling Com es Fort R. B. Moor os tu M Ss, ven Baltimore; C. C. Thomas, Johns Hopkins Universit B CONNECTICUT re |. B. Whitehead, Johns Hopkins University, B H. R. Buck, Ford, Buck & Sheldon, | Hartfore E ore W. B. D. Penniman, Penniman & Browne, Balt! Whitne N. & N. H. Trust Comp N Haven; H. ] MASSACHUSETTS Sargent Sargent & ¢ New Have > 1 ferguso I e S. Curtis, Old Colony Railroad Compan) st Hartford Electric Light Company, Hartford; E. W. Morley, Ww. E. C. Eustis, Boston, Mass.; Ira N. Hollis, Wor West Hartfor technic Institute, Worcester; C. L. Edgar, Edison ! DELAWARE Illuminating Company, Boston; A, D. Little, A. ! Andrew Brysor Brylgon Steel Cas ee ny , New | Rx or Castle; Thomas Coleman du Pont, 120 Broadway, New Yorl MICHIGAN Cit R. W. Smith, Hilles & Jones Company, Wilmingto1 G. S. Williams, Ann Arbor, Mich.; M. M. Duncan, Clev' W. C. Spruance J i. 1 lu Pont de Nemours & Co nd Cliffs Iron Company, Ishpeming; Alex Dow eu Wilmingt« Chas, I Reese, | I , N ‘ x son Company H. H. Crowell, Michigan Railw ‘ ‘ Wil gt pany, Grand Rapids; H. T. Graber, Digestive Ferm s DISTRICT OF COLUMBIA pany, Detroit ec I Hunt, Engineer Highways, DPD. C., Washi