The Iron Age 1920-07-08: Vol 106 Iss 2

_ © THE IRON AGE New York, July 1, 1920 . ESTABLISHED 1855 VOL. 106 No | Selective Heat Treatment of Spring Steel Variations in Material—Excellent Con- trol Afforded by this System—Experi- ence of One Company During the War - - E. P. STENGER* EAT treatment is universally recognized as the most important operation in the manufacture of truck and pleasure car springs. The leaf spring, because it is the most highly stressed mem- ber in a motor car, requires everything that can be derived from the heat-treating process. Besides carrying a heavy static load, the spring is called upon to stand up under the tremendous impact blows, caused by the ruts and bumps in the road, while at the same time it must be flexible enough to give easy riding qualities. The aim of the spring manufacturer is to pro- duce a product having definite and uniform physical properties. The spring should possess those physi- cal properties which give maximum life, strength and resistance to impact. To confer upon the spring this special combination of physical properties is the object of heat treatment. By years of study of the behavior of springs in actual road and laboratory tests, the progressive manufacturer has come to know the combination of physical properties which, when imparted to the spring, will yield maximum service. The important work of seeing that the heat treatment is such that the proper combination of physical properties is imparted to the spring is left in the hands of the metallurgist. Even then and with the aid of the best equipment and instruments, such as pyrometers, furnace and quenching ma- chines, results none too good are ordinarily obtained. Variations in Material If steel of constant chemical composition could be procured, it wou'd be a comparatively easy matter to turn out uniformly a product having all the de- sired properties, since a standard heat-treatment could then be resorted to. This however is not the case. The steel-maker cannot produce steel of the desired uniformity regardless of how hard he may try. Certain factors connected with the art of steel making are under only partial control. One melt of steel will run high in some elements, while the next melt from the same furnace will run low. Al- loy spring steel, even when made by the electric furnace process, will show a variation in composi- tion from one melt to the next, as high as 20 per cent in the carbon content alone, and of all the elements in steel, for like quantities, carbon is the most in‘iuential. This variation applies to steel *Thompson & Black, engineerssand accountants, New York and Detroit. made in normal or peace times and was greatly ex- ceeded during the war. During that period mate- rial of every description had to be utilized in order to maintain production. Even when fortified with priority certificates issued by the War Industries Board, great difficulty was often encountered in ob- taining sueh raw materials as would ordinarily be considered suitable and acceptable. So critical did the situation become that the many industries, which were not considered as being essential for war pur- poses, had to choose between either closing down or accepting that material which had failed to meet Government specifications. The long accepted mate- rial standards, which hitherto had served as a guide, now had to be absolutely discard2d. As an example of conditions existing during the war, the experience of one company is cited. Spring- steel with a carbon content ranging from 0.90 to 1.05 per cent was needed. The only materials ob- tainable were limited quantities of steel having 0.80 to 0.90 per cent carbon and 1.05 to 1.15 per cent car- bon. In other words, instead of the usual 15 points of carbon, a range of 35 points had to be contended with. Reports from good authority had it that some spring-makers were even using steel] up to 1.30 per cent carbon. How the Situation Was Met The situation had to be met and it called for a different procedure from that which had heretofore been followed. The manner in which the problem was solved by one of the leading axle and spring- makers will be described herein. As long as the variation in composition from one melt to the next did not exceed the limits of standard specifications, fairly uniform results were obtained by employing a standard heat-treatment. However, when the shortage of raw materials arose and the variation from one melt to the next became greater, it was impossible to ccntinue to use a stand- ard treatment. A system of selective heat-treatment was then installed. The detrimental effects due to the non-uniformity in chemical composition were overcome by selecting for each of the different melts a heat-treatment which produced the same final re- sult for all. Each melt of steel by this method is given a different heat-treatment, depending on the chemical composition. To make this possible, each melt of steel had to be kept separate from every other melt, from the instant it left the ladle in the steel mills until it was assembled into th2 finished a 2 THE IRON AGE LTTE TT FOR ' ; Co onven 6 S43 rahi 7 . wide 29%" HLS 4). — ane " : 108673 July 1, 1920 tion of each shipment of steel had to be accurately checked by chemical analysis. Considerable research work was required to develop the formulae for the different types of steel. Also some time was lost in production due to the changing of temperature to suit the different melts. However, selective heat-treatment is the only method whereby the high- est degree of excellency can be con- ferred upon the finished product. Since the installation of the new sys- tem, scarcely any breakage has oc- curred in service, and the very best results have been reported. This is particularly gratifying in view of the fact that the recent service must have been very severe due to the lack of other means of transportation. It is Fig. 1.—Form Showing the Type of Material and the Heat Number Together therefore felt that the increased cost with the Quenching and Drawing Temperature for Each Length of Plate in Each Lot of Springs spring. In this way the chemical composition of each of the many thousands of spring leaves that daily passed through the heat-treating process was known. In order to reduce the system to a matter of rou- tine, mathematical formulae were derived from each type of spring-steel. When the value of the various hardening elements, such as carbon, manganese, chromium, etc., are substituted in these formulae, the correct drawing temperatures are found. The calculations were made by the laboratory, and the temperatures specified were rigidly followed in shop practice. Fig. 1 illustrates the form used to supply the heat-treater with the necessary information in regard to the temperatures to be used. This form shows the type of material and the melt number to- gether with the quenching and drawing tempera- tures for each length of plate in a given lot of springs. The type of steel to be used is designated by the engineering department while the melt num- ber is filled in by the man at the shears who observes the melt number painted on the steel entering each length of plate. After this portion of the data has been filled in, the card is sent to the laboratory where the temperatures for the different melts are specified and then to the heat-treater who is guided thereby. Use of Hardness Testing The Brinell test serves as one of the best checks on the heat-treatment of leaf springs. Although this test can be made quite rapidly, still, because of the many thousand plates, it is not practical to test each leaf. For this reason random testing is resorted to and only a certain percentage of the leaves in each lot are Brinell tested. Fig. 2 shows the form which is used for tabulating the results of the tests made on each melt. It should be noted that the numbers in the different columns are not meant to represent Brinell hardness values, but to represent the number of tests having the hardness numeral as shown in the left hand margin. Thus under date of May 1, four tests showed a hardness of 444, while 20 tests gave a hardness value of 418, etc. When the results of the Brinell tests are summarized in this fashion, it can be seen at a glance whether the drawing tem- perature is too high or too low. The results on melt 108,673 show that the drawing temperature of 950 deg. Fahr. was too high. On lowering it 50 deg. Fahr., the tests thereafter came well within the limits desired. An increased cost of operating such a system seemed apparent at the start. The exact composi- of manufacture is more than justified when an important part like a spring is made more safe. Selective heat-treatment does not always increase the cost of production. The object of such a sys- tem is to produce a more uniform product. This it will do, and where inspection limits are close, the repeated heat-treatments which otherwise be- come necessary are eliminated. The saving thus ef- fected often more than counterbalances the addi- tional cost, especially when quality is upheld during periods of material shortages. Locating Defective Steel Through the use of selective heat-treatment it was found that defective steel could be easily dis- covered and eliminated. Although a check analysis may be made on every melt of steel received, the re- sults thereof may or may not be representative of all the material labeled with that particular melt number. Time after time steel of another type has been found mixed with the spring steel after it had passed the chemical check. The manner in, which such unsuitable steel is most frequently discovered and eliminated will be explained in Fig. 2. Under date of April 26, it will be noted that two of the plates tested showed abnormally low values. Extreme values, such as these, are almost always a positive indicator that steel of another type has become mixed in with the melt prior to the rolling operations at the steel mills. When encountered a check analysis would be immediately made of the material in such plates and the results thereof would very probably show these leaves to be of low-carbon steel. If so, then all such defective steel can be quickly and completely eliminated by a 100 per cent Brinell inspection of the entire melt. Such an inspection is possible because it is defi- nitely known in what order and in what length of plate the melt can be found. The 100 per cent inspection is not only extended to the work in proc- ess which contains this melt, but it is also made to take in that portion of the melt which still re- mains in stores and has not yet been cut to length. If, without selective heat-treatment, soft plates, such as shown in Fig. 2, should be discovered by the random Brinell testing, then all would still be dark- ness, for it would be impossible to tell where the remaining defective stee] could be found. About the only result of the discovery in such a case would be to put the manufacturer in the miserable state of mind of knowing that defective steel has entered his product and that he kas small chance of eliminat- ing it. However, with selective heat-treatment the ee aclllliy a July 1, 1920 situation is quite different. By know- ing the melt from which the defective steel has come, the searchlight can at once pierce the darkness and spot the location of the remaining defective material. Record of One Company It was indeed surprising to learn the number of melts which contained defective material. Low-carbon steel was found to be the most frequent of- fender. Of all the sources resorted to during the war the record of only one steel company remained unblem- ished on this score. It is true that the quantity of the defective steel con- tained in a given melt seldom repre- sents a very large figure. Still it must be remembered that a leaf-spring THE IRON AGE 3 is no better than the weakest leaf, Fig. 2.—Form for Tabulating the Results of Tests Made on Each Heat. and therefore, even if the spring con- tains but one leaf of unsuitable ma- terial, it will have but a short life after enter- ing service. About the most serious case of this nature which has thus far been encountered was that in which about 10 per cent of a large order of springs was found to contain leaves of low car- bon nickel steel which was wholly unsuited for spring-making purposes. This particular melt of steel had been supplied at an extremely high price by a steel company of excellent repute. Another disclosure was made through the use of the selective heat-treating system. It appears that - some mills resort to a rather shady practice in dis- posing of melts which do not conform to standard specifications. This they attempt to do by mixing a small portion (about 25 per cent) of the inferior melt in with bundles of good steel and then labeling the entire lot with the melt number corresponding to the good steel. The theory of such a procedure is that the check analysis by the buyer will in all probability be made on the good steel since that steel constitutes the larger portion of the shipment. This actually happens in the majority of instances, al- though sometimes the sample for chemical check is taken from the inferior steel. When complaint based on the results of this test is made to the steel mill, they will invariably request that several other sam- ples be tested. Again the chances are that the sam- ples for repeated tests will be taken from the good steel. If such is the case, the steel mill is likely to win the day. Although the material may pass the check anal- ysis of the buyer, it becomes almost impossible for defective steel to find its way into the finished prod- uct, if the selective heat-treating system is in use. The ease of finding defective steel reacts against the steel companies to a considerable extent. Still because it can be definitely pointed out in what melt the slip-up occurs, the responsibility can generally be placed on the shoulders of those who are account- able for the mistake. This feature of the system ap- peals to those steel producers who are interested in supplying the parts manufactured with the highest quality of material. The selective heat-treating system grew out of conditions created by the war. However, because of the excellent material control which it affords, this method of heat-treatment is still being used and will be adhered to even when times again become normal. Since the war this system has proved to be of the utmost value in weathering two other emer- gencies. The first was the crisis brought about by the strike in the steel industry; the second, the re- Numbers in columns represent number of tests having hardness figures in first column cent tie-up of the railroads. Like emergencies will arise in the future, but with such good material con- trol they can be met, with the assurance that the highest quality will be maintained. New England Coal Situation The resumption of the outlaw railroad strike has seriously interfered with the plans of James J. Storrow to rush coal into New England. The movement of coal into New England cannot be satisfactory unless the movement by water is greatly increased. From the railroad standpoint any increase in the all-rail move- ment will place an added burden on the New England railroads, which in most cases already have shown their inability to efficiently handle the freight situation. Then, too, the New England railroads are short of fuel, have been practically confiscating much of it consigned to industries, and will actually be obliged to continue to confiscate thousands of more tons if Mr. Storrow cannot check the movement. Even if the coal is shipped into New England via water, the chances are the rail- roads will satisfy their own demands before industry is allowed to receive all consignments. Water freight rates, on the other hand, are expensive, which makes an added cost to industry’s fuel bills. Contracts for Dragline Excavators WASHINGTON, June 29.—The Secretary of the In- terior has authorized the Reclamation Service to award a contract to the-F. C. Austin Machinery Co., Chicago, for furnishing one dragline excavator, type “B,” at $7,850; to the Pawling & Harnischfeger Co. of Milwaukee, for six dragline excavators, type “B,” at $65,500, and one type “A” dragline excavator at $16,750; to the Bucyrus, South Milwaukee, two dragline excavators, type “A,” $36,335; to the Barnett Ranch Lighting & Appliance Co. of Denver, for seven lighting sets for the type “B” dragline and three lighting sets for the type “A” drag- line at $3,950, making a total] expenditure for draglines and equipment of approximately $140,216. Authority was also granted to purchase additional equipment con- sisting of ten digging and ten cleaning buckets at an estimated expense of $9,831. Contract for Open Hearths William Swindell & Brothers, engineers and con- tractors, Pittsburgh, have been awarded by the United States Navy Department the contract for the erection of two 60-ton basic open-hearth furnaces at the Naval Ordnance plant, South Charleston, W. Va. Work on these furnaces was started June 21. This concern is erecting at the same plant 25 large regener- ative forging, heat-treating and annealing furnaces for use in the armor plate department. Rotary Pumps of New Design Built in France Rotary pumps which employ a new principle in their design and built for small or high pressure are being manufactured by Maurice Poyet, 40, Rue des Petits Champs, Paris. Their capacity of delivery, it is explained, is similar to that of a quadruple acting piston pump; that is, with each complete rotation a double lift and force movement takes place inside the working barrel, proportionately added to one another, creating in this way a continuous delivery. A cylindrical central part A is worked by the driv- ing shaft upon wh:ch a board B is fixed immovably, the whole revolving concentrically inside cylinder D. The board is made so as to be tangent but without rubbing Cross-Section of Poyet Rotary a double lift and force make Pump. With each rotation movement takes place thus to a continuous delivery Orifices During Rotation osition of the inside cylinder D. A ring C which is split to allow the passage of the board is tangent at two diametrically opposite points—inside the cylinder and outside the central part. The ring C revolves around a theoreti- cally fixed axis, and tangents tightly but without rub- bing. It is free upon its axis, and nothing interferes with its revolution. Central part A with its board B together with ring C are the only moving parts. These two revolving parts are each supplied with a lateral cheek intended to limit the cubic capacity of the working barrel, and they carry at the same time special orifices determining the dis- tribution of the liquids inside appropriate lateral grooves. These orifices are closing and opening pro- gressively and automatically during the rotation. There is therefore no lateral valve. The lateral grooves normally form two supports that bear the rotative axis of the revolving pieces and regulate without shocks or eddies the movement of the liquid flow inside the working barrel. The lubrication of these pumps is assured in every case when the liquid to be raised is clean, by the liquid itself, which incessantly renewed, thus preventing the heating of rubbing parts and making a perfect hy- draulic joint which precludes all return of the air by way of the shaft or bottoms. Otherwise the pump is grease lubricated. The pumps are adaptable when the liquid for which they are used contains neither sand nor any solid float- ing matter. They are reversible and will lift or force liquids, whatever their viscosity or density. They have a practical suction of 8 to 9 meters and when arranged in series an unlimited pressure. A single lifting may is THE IRON AGE July 1, 1920 reach 200 meters or more. Avetay speeds are 300 to 750 r.p.m. They are arranged for stationary use or mounted upon a truck for portable purposes. Small models from 1 to 3 cubic meters per hour are applicable for the distribution of soap water, oil, etc., for machine tools. They are also supplied in series arranged espe- cially for high pressures. An advantage emphasized also is the possibility of turning into any direction both lift and force pump pipes independently of each other. Fluorspar in 1919 Reports received from most of the principal pro- ducers of fluorspar, according to Hubert W. Davis of the United States Geological Survey, Department of the Interior, indicate that the total shipments from domestic mines in 1919 amounted to about 122,000 short tons, valued at $3,102,000 as compared with 263,817 tons, valued at $5,465,481 in 1918. These figures show a decrease in quantity of 54 per cent and a decrease in value of 43 per cent. The general average price per ton f.o.b. at mines or shipping points for all grades of fluorspar in 1919 was $25.48, which is $4.71 per ton more than the average price received in 1918. The shipments of gravel spar, the grade used prin- cipally for flux in the manufacture of open-hearth steel, amounted in 1919 to about 110,000 short tons as compared with 236,121 tons in 1918. The total quantity of merchantable fluorspar mined in 1919 amounted to approximately 129,000 short tons as compared with 270,412 tons in 1918. The stocks of fluorspar at mines or shipping points amounted at the end of 1919 to about 25,000 tons as compared with 22,779 tons at the end of 1918. The decrease in the fluorspar industry in 1919 was generally expected, because a number of steel manu- facturers had on hand rather large stocks of spar pur- chased during the war, and, anticipating lower prices, they curtailed their orders, so that many mines were forced to close. The mining and marketing of fluorspar were further checked by the closing down of steel plants in consequence of the steel and coal strikes. The imports of fluorspar into the United States in 1919 were 6943 short tons, valued at $107,631, as com- pared with 12,572 tons, valued at $169,364, in 1918, a decrease in quantity of 45 per cent and in value of 36 per cent. The value at the foreign ports of shipment assigned to the imports in 1919 averaged $15.50 a ton, as compared with $13.47 in 1918, an increase of $2.03 a ton. The shipments of fluorspar in 1920 will probably show a substantial increase over those in 1919, for many operators have reported contracts sufficient to keep their mines busy during most of the year. The steel industry alone will require between 140,000 and 145,000 tons of fluorspar during 1920, if the rate of production of open-hearth steel during the first three months is maintained throughout the year. The producers of fluorspar in the West have re- cently been granted lower freight rates to the East. Coal Car Order Cuts Pig Iron Output In reviewing the pig iron market for the week end- ing June 26, the Matthew Addy Co., Cincinnati, com- ments as follows on the order of the Interstate Com- merce Commission that 100 per cent of open top cars be returned to the mines for reloading with coal: The Interstate Commission dropped a bomb- shell into the iron trade this week by prohibiting the use of open top cars except for the coal trade. The coal situation but the remedy proposed is a good deal worse Commerce is desperate, than the disease. Modern iron furnaces receive their ore, their coke and their limestone in open top cars. There is not any way of loading these raw materials except in open Pig iron is loaded.direct from the casting machine by magnets, and open top cars are the only equipment that can be used. This order if rigidly enforced will shut down half the iron furnaces in the country within a week. It is simply impossible for us to believe that the Interstate Commerce actually proposes such extreme and drastic procedure. However, if this order is carried out literally, production of pig iron will fall off more than 50 per cent within a week. top cars. or Commission uny wean Freight Rates on Iron Ore Discussed Proposal of Jones & Laughlin Steel Co. Strongly Opposed by Other Companies—Relationship Between Lake and Interior Furnaces Declared Unjust and Discriminatory WASHINGTON, June 29.—Freight rates on iron ore occupied the attention of the Interstate Commerce Com- mission throughout Saturday’s hearing. The various interests which would be affected by the advance in these rates proposed as part of the general increase designed to enable the railroads to earn 6 per cent on their property value were given an opportunity to pre- sent their varying views. Discussion centered chiefly upon a proposal pre- sented by W. W. Collin, representing the Jones & Laughlin Steel Co., Pittsburgh, that the advance in rates on ore be accomplished by increasing the existing rates by specific amounts in order to preserve existing differential relationships between furnace points. This recommendation was opposed by representatives of Lake furnaces, the ore carrying railroads and others. Ernest S. Ballard, counsel, and Robert Hula, assistant traffic manager, of the Steel & Tube Company of Amer- ica, who presented the case of that company and the By-Products Coke Corporation, with respect to the in- creases in rates on ore from the mines in the Lake Superior region to lower Lake port and interior fur- naces, objected to present rates and proposed increases. A. A. McLaughlin and A. W. Dynes represented the ore carrying roads, the Chicago, Milwaukee & St. Paul, the Chicago & Northwestern, the Duluth, South Shore & Atlantic and the Minneapolis, St. Paul & Sault Ste. Marie. Object to Increases Jean Paul Muller appeared as counsel for two groups, both of which objected to any further increase in the rates on iron ore. One of these groups included five blast furnace operators, the Cleveland Furnace Co., the Detroit Furnace -Co., the McKinney Steel Co., the Otis Steel Co. and the Toledo Furnace Co. The other group consisted of 69 iron ore mining companies operat- ing in Minnesota, Wisconsin and Michigan and com- posing the Lake Superior Iron Ore Association. Another group which protested against increases in iron rates from mines to upper Lake ports and from lower Lake ports to furnace points in the Mahoning and Shenango Valleys included the Republic Iron & Steel Co., the Youngstown Sheet & Tube Co., the Brier Hill Steel Co., the Sharon Steel Hoop Co., the Shenango Furnace Co. and the Trumbull Steel Co. Their protest against rate increases was read to the commission by Traffic Manager Rhodehouse of the Youngstown Cham- ber of Commerce. , James P. Daly of the Donner Steel Co., Inc., ap- peared in behalf of his company and the Lackawanna Steel Co., Rogers-Brown Iron Co., Buffalo Union Fur- nace Co. and the Wickwire-Spencer Steel Corporation. These companies, located in or near Buffalo, are en- gaged in the manufacture of pig iron and steel products and get their supply of iron ore from the Lake Su- perior region. Mr. Daly suggested taking the rates prior to June 25, 1918, as a basis upon which to apply a uniform percentage increase. View of Southern Companies James Bowron, president of the Gulf States Steel Co., Birmingham, Ala., appeared for a group of south- ern steel companies, including the Sloss-Sheffield Steel & Iron Co., the Alabama Co., the Republic Iron & Steel Co., the Woodstock Operating Corporation and the Sheffield Coal & Iron Co. Mr. Bowron said that while his companies wished to support any just and equitable advance in freight rates, he believed that inequalities in the present rate system, due especially to what is known as general order No. 28 of the Railroad Adminis- tration, should be corrected. The Jones & Laughlin proposal for a specific in- 5 crease in iron ore rates instead of a percentage increase was summarized by Mr. Collin as follows: “The petitioner proposes that the advance in rates now pending before the commission be accomplished by increasing the existing rates by specific amounts in order to preserve existing differential relationships be- tween furnace points. It is further proposed that.the increase so collected from the shippers be distributed among the several carriers through the medium of divi- sions so fixed as to give the several carriers a per- centage increase over present earnings. “For brevity the terms ‘northern lines,’ ‘rate north’ and ‘division north’ are used to refer to the transporta- tion from mines to Lake Superior ports; the terms ‘southern lines,’ ‘rate south’ and ‘division south’ refer to the transportation from Lake Erie ports to destina- tion furnace points; the term ‘1917 rates’ refers to the rates in effect in 1917 and until June 25, 1918, when the 25 per cent general advance was effective; the term ‘1918 rates’ refers to the rates under the 25 per cent advance; and the terms ‘1920 rates’ and ‘1920 divisions’ refer to such rates and divisions as may be made ef- fective as a result of this proceeding. Increase by Specific Amount “The proposal is that the 1917 rates be increased by a specific amount, 74c. per ton; that this specific amount be added to the 1917 rates of the northern lines; and that the increase in rates so collected from ship- pers be distributed between the lines north and the lines south by divisions, to be stated in division sheets in the usual way, and settled between the carriers by interline settlements according to the usual practice for through rates. “It is proposed that the through rates, thus advanced by specific amounts, shall be divided so as to give each line its due percentage increase. “The total revenue of the southern lines at 1917 rates was $24,054,163; the increase under the 1918 ad- vance ($8,151,689) and the 1920 advance ($9,661,756) make a total of $17,813,445 or a percentage incréase of 74.05 per cent. “It is therefore proposed to divide the rates with reference to a percentage increase of 74 per cent in the southern lines revenue. “It is wholly practicable to treat the entire rail movement, north and south, as a joint haul, and for the southern lines to bill against the particular northern line that handled the ore to the upper Lake port. The vessel bill of lading shows the northern line that hauled the ore to the dock, the northern port used and the origin of the ore. Copy of the vessel bill of lading is currently furnished the dock supérintendent at the lower Lake port. Whether the ore is handled ‘direct’ or ‘dock’ at the lower port, its identity, as regards the origin and the northern line that handled it, and the upper port through which it moved, is not lost; and it is possible for the billing clerk at the lower port to enter on the way bill the origin of the ore, the northern road handling it, and the northern port through which it moved. This is all that is necessary for the southern roads’ auditor to make out settlement sheet against the northern road.” Replying to this suggestion, attorneys for the ore carrying roads presented a formal brief, an extract from which follows: Opposed to Jones & Laughlin Plan “The above named carriers deny that the advance in ore rates should be accomplished by increasing the existing rates by specific amounts. They show that their interest in the transportation of the ore in ques- 6 THE IRON AGE tion terminates when such ore is placed in vessels at their docks, which vessels are not subject to the juris- diction of the Interstate Commerce Commission. They further show that there is no obligation of law on their part to maintain any relationship in rates to furnaces located at Lake ports and in the interior. They further call attention to the fact that their services are iden- tical whether the ore is consumed at the Lake ports or at interior furnaces, and that they are not interested in whether or not there be a second rail haul after such ore has left their possession. “And further answering they deny that the question of divisions of rates between carriers is before the commission in this proceeding, and show that any at- tempt to make in this proceeding the suggested divi- sions would be contrary to the requirements of the act to regulate commerce as amended.” The roads denied that conditions surrounding the traffic are such as to make practicable the divisional settlement suggested. “In so far as the lines serving Ashland and Es- canaba are concerned,” says the brief, “the plan con- templates that there shall be collected $1.20 per gross ton and that when, if ever, the ore is transported fur- ther by rail, there shall be refunded from this collec- tion amounts running from $1.20 per ton as a max- imum to 43%c. per ton as a minimum, depending upon the final destination of the ore. This means that for an identical service the western carriers to Ashland and Escanaba would have 14 separate rate bases rang- ing from nothing to $1.20 per ton. This means that subsequent to the advance to be granted as a result of this proceeding, the lines north would actually re- ceive a total revenue on iron ore which would be less than they are now getting under present rates. “Attention is called to the fact that much tonnage at times is placed in stock piles at the lower Lake ports and does not move to the furnaces for several years, the effect of which would be that the western carrier, years after its service had been completed and account closed, would be required to refund large sums of money. “The carriers further show that since the Interstate Commerce Commission has no jurisdiction over the ves- sel carriers they cannot require that such carriers cer- tify to the southern carriers either the points of origin or the names of the western lines by which the traffic originally moved.” War Emergency Measure Mr. Ballard and Mr. Hula, appearing for the Steel & Tube Company of America, with blast furnaces at Indiana Harbor, Ind., and South Chicago, IIl., and the By-Products Coke Corporation, with a blast furnace at South Chicago, said that the present iron ore rate rela- tionship between lower Lake port and interior fur- naces, growing out of the rates of $1 to the head of Lake Superior and 97c. from lower Lake ports, was when it was established on June 25, 1918, unjustly dis- criminatory between the two classes of furnaces, being unreasonably prejudicial to the lower Lake port fur- naces. It was stated that these companies accepted the rates as a war emergency measure, but that now the inequality should be corrected. They declared that to make a percentage advance in the rate of $1.00 to the head of Lake Superior and in the rate of 97c. from lower Lake ports would perpetuate the “existing unjust, un- reasonable, unjustly discriminatory and unlawful rela- tionship between lower Lake port and interior fur- naces.” Their proposal was as follows: “That the unjust, unreasonable, unjustly discrimina- tory and unlawful relationship between said two classes of furnaces now existing should be cured by distribut- ing the said increase of June 25, 1918, between the June 24, 1918, rate to the head of the Lakes and the June 24, 1918, rate from lower Lake ports; that the said readjustment should be made either by dividing the advance of 36.5c. in the rate to the head of Lake Superior between the said rates (advancing the June 24, 1918, rate to the head of Lake Superior 14.5c. and the June 24, 1918, rate from lower Lake ports 22c.) or by substituting for the said flat advance an advance of July 1, 1920 25 per cent in the June 24, 1918, rate to the head of the Lakes and a similar advance of 25 per cent in the June 24, 1918, rate from lower Lake ports. “That after having distributed said advance of June 25, 1918, as hereinbefore set forth, this commission should permit such further percentage advances in the rates to the head of the Lakes and the rate from lower Lake ports as may be justified and required by the evi- dence produced in this proceeding. “That if the advance of June 25, 1918, should be readjusted in either of the ways hereinbefore set forth and the commission should thereafter grant to the car- riers to the head of the Lakes an increase of 24 per cent and to the carriers from lower Lake ports an in- crease of 30 per cent, it would produce a rate to the head of Lake Superior of $1 and from lower Lake ports to the Pittsburgh district of $1.53 or $1.56; that the relationship between lower Lake port and interior furnaces produced by the said rates would be just, reasonable, non-discriminatory and lawful.” Position of Lake Companies In a petition presented by Mr. Muller for the Cleve- land Furnace Co., the Detroit Furnace Co., the McKin- ney Steel Co., the Otis Steel Co. and the Toledo Fur- nace Co., it was declared that before there is any fur- ther advance in ore rates the increase of 33.6c. per ton which became effective June 25, 1918, under general order No. 28 should first be removed to restore the rela- tionship existing prior to that time. That increase, it was contended, deprived these companies of advan- tages attaching to the geographical location of their furnaces on the Lake front. On behalf of the iron ore mining companies oper- ating in Minnesota, Wisconsin and Michigan, Mr. Muller objected emphatically to any increase in iron ore rates from their mines to the upper Lake ports on the follow- ing grounds: “1, Because the iron ore rates applied to their ship- ments prior to June 25, 1918, were grossly excessive. “2. Because the application of specific increases per ton under general order No. 28, effective June 25, 1918, has produced still more excessive rates on iron ore. “3. Because the iron ore rates now in effect, and any increases therein, increase the revenues of a few iron ore carriers, who do not need the additional revenue, while the inclusion of the investment and revenue fig- ures of these same iron ore carriers in a general tabula- tion of the western rate district upon which this com- mission would calculate a percentage increase in rates on other commodities for application on the lines of all the carriers in the western district would produce an erroneous result to the disadvantage of over 90 per cent of the general commodity carriers who are not bene- fited by the excessively high iron ore rates. “4, Because every addition to these iron ore rates in excess of a just and reasonable rate for the service ren- dered automatically increases, needlessly, but neverthe- less substantially and progressively, the cost of all iron and steel articles which must be purchased by all the railroads, not the ore carriers only, for inevitable main- tenance and increase in plant and equipment. These avoidable additional costs would still further increase unnecessarily the present high operating expenses and add further values, created by the rate increase, to the plant and equipment account, requiring almost imme- diately further increases in general freight rate levels to meet the increased costs.” Old and New Rates Unreasonable The Republic Iron & Steel Co., the Youngstown Sheet & Tube Co., the Brier Hill Steel Co., the Sharon Steel Hoop Co., the Shenango Furnace Co. and the Trumbull Steel Co., which are both owners of iron ore mines in Minnesota, Wisconsin and Michigan and re- ceivers of iron ore received ex-Lake from Lake Erie ports to their furnaces in the Mahoning and Shenango valleys in Eastern Ohio and Western Pennsylvania, de- clared in their petition that the rates prior to June 25, 1918, were unreasonable and those in effect at present are even more so. It was asserted that the proposed increase would become an “unbearable tax upon the ore itself.” dwten- a Se wee Nt July 1, 1920 In the case of the lower Lake rates it was declared that the proposal of the carriers to increase existing rates from lower Lake ports to furnace points in the flat sum of 22c. per gross ton to all consuming points, regardless of distance, and upon that to add an increase of 30 per cent would deprive furnaces located ‘near lower Lake ports of the advantage of their geograph- ical location. It was stated further that the proposed increase would give the roads more revenue than they have asked for in their general application. These com- panies favor, if any increase is held to be necessary, a percentage increase only. Mr. Bowron, speaking for the Alabama steel com- panies, said that each advance in freight rates auto- THE IRON AGE 7 matically removes the Alabama mineral district further away from its markets, except alone in the case of ex- port business. He contended that the most equitable way to handle the situation would be to establish as the reasonable rates under general order No. 28 a flat advance of 25 per cent upon the rates existing prior to June 25, 1918, and then add to the rates so established such general advance as the commission may find to be justified. Mr. Bowron said the pre-war pig iron freight rate to Chicago from Birmingham was $4 a ton and now it is $5. He said a 30 per cent advance would make a rate of $6.50, which he thought would prove a bar- rier causing the Alabama companies to lose a larre amount of business. o.. F. &. An Old Shaft Forging of Malleable Iron Built Up From Four Bars Welded Together in Pairs —Unusual Workmanship Shown by the Microscope OME interesting data on an old shaft forging of malleable iron are presented in the Journal of the West of Scotland Iron and Steel Institute in its Janu- ary-February issue by Colin Livingstone, Langloan Iron Works, Coatbridge. The results of a recent ex- amination of this forging are given as follows: Nothing is known of its origin, but it is believed to be very old, and to have formed a center for a beam engine, or possibly the rocking shaft for a bell crank of an old pit pump. For the last 20 years it has been kept as emergency stock. Some pieces of steel of the diameter of the shaft being required and delivery being very uncertain owing to the railroad strike, it was de- cided, the job being an urgent one, to cut pieces from the old shaft. The drawing shows the size of the forging and the position of the pieces cut out. The pieces A, B and C were solid, but when the piece D was cut off lines of division were seen. Scme thin slices were then cut from one end of E. The other end of EF showed a faint hair line, but was almost solid. The shaft had no keyways and anything fixed to it must have been held by stakes instead of keys. An examination of the slice cut from the shaft shows that it was built up, the plant available at the time when it was made being evidently insufficiently heavy to work a forging of that size. The shaft is built up of four single bars, each 3 in. square, first welded together in pairs, making two bars each.6 in. by 3 in. These bars were then welded together again to form a square bar 6 in. by 6 in., and other material was then welded on to the outside until the requisite dimensions were reached. It says much for the work- manship of those days that only such a smal portion of the forging, about 4 in. in length, showed any signs of the way in which it was built up. Eight samples were taken at different points on a section, as denoted by the spot numbers, and the results of the analyses of those samples are given in the table. Prof. C. H. Desch has made a microscopical exami- nation of one of the dises cut from the shaft, and re- The Drawing Shows the Size of the Forging and Position of the Pieces Which Were Cut Out The Photomicrograph Is from a Transverse Section of the Forging at 50 Diameters The Analysis of the Eight Samples from the Forging Are Also Given in the Table me ANALYSIS oa VOOrOMNiMgE) TP Tetst¢@)s |e) 7 | a) Combirred Carborr ace Trace | race, Trace haces Trace, Irace\ Trace} , lavegazse aiag\030/\a/4! 0/4) 0/32 \0.160| hur (2043203610037 aveaacte 0026 20340034 | phisphorus \025 048 043 \029\030 \035|0.27\045 os Manganese \0009 Q0/3\0.0/3\ 2.012\0.005\0009\0.01! \2.009 ports that the method of building up is very clearly shown on etching, the banding of the separate bars being very distinct. The cinder lines are seen in trans- verse section in the photomicrograph, taken under a magnification of 50 diameters. Higher magnification after etching shows the iron to be remarkably pure. The merest traces of carbide are to be seen and the whole mass consists of ferrite grains of varying size. The American Metal Products Co., Milwaukee, has increased its capital stock from $100,000 to $300,000. It has purchased a six and one-half acre tract of land on Burnham Street and will erect a modern foundry 80 x 220 ft. It plans for construction later of a rolling mill in which it will roll rods, strips, sheets, ete., of “Ampco” metal, an aluminum bronze alloy made in various grades to meet engineering requirements. One grade is exceptionally resistant to the corrosion of acid and is in demand among steel mills and chemical plants. The company has’ been established four years and is enjoying a rapid growth, this year’s business showing an increase of over 300 per cent over the same period last year. NEW RADIAL DRILL Noteworthy Construction Having a Double Beam Section Column With Electric — Probably the most decided departure in the new radial drill which has been produced by the Niles- Bement-Pond Co., here illustrated, is a patented double column. Besides increased rigidity, it is emphasized that in the direct drive secured, four gears and a double-faced bevel pinion suffice for the transmission of power from the driving motor to the spindle. Other features include an electric clamping of the column, controlled from the head of the machine and utilizing, of course, the gen- eral power source for the machine. An automatic safety stop to prevent accidents in the event of over travel in the arm is provided and an interlocking of the elevating and clamping mechanisms; a patented arm section to secure high torsional strength as well as an application of the drive to the spindle as near as possible to the drill are also among the features. As indicated in Fig. 1, the column is a single casting formed of two box section members with the saddle arm mounted between them. These members are cast integral at the top and bottom. The motor is mounted on the back of the saddle arm and drives the spindle through a single horizontal shaft running between the column members, resulting, it is pointed out, in the elimination of two-thirds of the usual driving gears and shafts. The column rotating with the arm, bending stresses in the column are always in the direction for which the section is designed. To give additional sup- port to the column, the trunnion or circular part ex- tends through to the bottom of the base as shown in Fig. 2. The double column construction allows for using V-type tracks at the front and back for guiding of the arm saddle, so that when clamped the arm and column may be regarded as forming a rigid unit. The clamping of the column to the. pedestal may be effected instantly, it is emphasized, by means of the motor operated device. This is shown in one of the accompanying illustrations. The operator may engage or disengage the clamp without leaving his working position by throwing a switch located on the drill head. ARM CLAMPED ARM U The elevating clutch lever is connected to a link carrying two pins, as shown above. In the first illustration the arm is clamped and these pins bear against the bosses of the clamping levers preventing the elevating clutch lever from being moved Raisine the levers to unclamp the arm brings the two slots in the bosses below the pins, as shown in the THE IRON NCI AGE July 1, 1920 . — » ee eee ——— x ee AE Five-Foot Right Line Radial Drill A lever for clamping by hand is also provided. From Fig. 2 it will be noted that the clamping mechanism comprises a hinged conical ring acting on the column trunnion. When the ring is contracted by hand or power it pulls the column flange down firmly on the pedestal. The column flange is of large diameter, thus providing a wide bearing on the pedestal so that when c-amped the broad metal to metal contact is calculated to make the column and pedestal practically one piece without spring at the joint. When the column is clamped the roller bearings are not counted on to take any of the bearing strains, but instead to be relieved cf them. The electric clamp is operated by a small motor through a worm wheel and nut. As _ stated, being operated Ly electricity, it uses the same source of power AMPED ELEVATING MECHANISM ENGAGED center illustration. The elevating clutch can then be thrown in, as shown in the illustration to the right, the pins passing down into the slots and locking the clamping levers. Thus in the same way the elevating lever must be thrown out again before the clamping levers can be brought down to clamp the arm, July 1, 1920 Double Column Driving Gear \ Case Le V-Ways Oo \ | \ Arm Saddle Clamp Double Column New Patented Cross-Section of Double Column Column Pedestal ° Hinged Conical - Clamping Roller Bearing Pedestal to the Bot- to Give Additional Support Fig. 2.—Column tom of the Extends Through the Base eet a Men Narrow Guide_ Lower Bearing ~ Surface Set Back —Spindle Fig. 3.—Lower Bearing Surface of New Patented Arm Is Set Back of the Upper Narrow Guide to Bring the Spindle Lriving Shaft as Close as Possible to the Spindle . a ll A i I A a THE IRON AGE 9 iction Ring Column a Safety Elevating | -Stop Pin Screw Arm Clamping a ee ee } Revolving Nut i Elevating Clutch Arm Elevating Mechanism and Automatic Arm Stop as the driving motor, and no consideration need be given to a supplementary power supply such as com- pressed air. In swinging, the weight of the arm and the column is supported by a ball bearing at the bottom with roller bearings for taking the side thrust. The ball bearing is located almost directly under the center of gravity, a fact which contributes to the ease of rotation. When the clamping mechanism is relieved, the steel] springs shown in the illustration lift the colu