The Iron Age 1920-08-19: Vol 106 Iss 8

THE IRON AGE New York, August 19, 1920 ESTABLISHED 1855 re ms VOL. 106: No. 8 Toledo Company Building New Plant Foundry First Unit Erected, Large Ma- chine Shop _ to Follow—Castings to Range from Few Ounces to 50 Tons HE Toledo Machine & Tool Co., Toledo, Ohio, recently placed in operation a new foundry that is one of the first units of a large new plant that will increase present manufacturing fa- cilities. In order to provide for expansion this com- pany acquired 98 acres on Dorr Street, on which its present plant is located, but farther out near the outskirts of the city. Of this, 23 acres has been inclosed with a wire fence as a cite for a complete manufacturing unit that in addition to the foundry will include a four-story machine shop 1250 ft. long by 200 ft. wide, the erection of which is now under contemplation. The property is along the New York Central Railroad and a private track extends from the plant to Air Line Junction, giving exceptionally good Main 439 railroad facilities. A network of railroad tracks has been laid out around the site to meet all trans- portation requirements. A standard gage track ex- tends through the foundry at one end and castings will be loaded on railroad cars on this track and conveyed a few hundred feet in a straight line to the machine shop. The foundry is designed for castings ranging in weight from a few ounces to 50 tons. A large share of the heavier molds will be made on the floor in dry sand. There will be some pit work and molding machines will be used in making some of the smaller molds. The foundry does not represent any radical departure from the design of modern type for mis- cellaneous work, but the company has attempted to provide a plant that represents the last word in Bay of the Foundry of the Toledo Machine & Tool Co., Used for Heavy Floor and Pit Molding Traveling wall cranes run the length of the bay on each side beneath the traveling cranes that span the bay. Heating is by radiation against the building columns The cupolas are centrally located along the inner side of the south bay. 440 THE IRON AGE August 19. 1929 Plan of ently Complete: indry a and Buil: to Be Erected the Toledo \ ek Tool Co a HI Koo re a * Bs : +t iy : ed = t 622 eee ror ft s pers | — | | ' k = \ eee ee FR - me | OS a Se ae ee ee a Fo room| || FORGE STORAGE Ft | | 4 \ | OFFICE | vERT Sasa saena akan ciate oul | \ i(F )| HOUICE | STORAGE ( ) | ] . | | { “a 4 ee ee «ll | ! —e — | rp o--+—-# ——_—_—_———e—_—_c—_o— oor oe oO ee we we ee we we ee ee ae ee ee os | | fy os | | | i ) | | i - 1 | ai a se Rai Gh ads i al hes A mci ly os eae ae ees re an foundry construction and before designing the building or laying out the plant many of the best foundries throughout the country were inspected. The company possessed one important advantage in working out its building plans in that it already had an established business and planned a factory to meet its own requirements. The plant is laid out for the convenient and economical handling of ma- terial, with the object of reducing hand labor to a minimum. The foundry building is of heavy construction, made necessary by the crane equipment. It has a high roof, large window space and ample provision for ventilation. The foundry is 378 ft. long, 180 ft. wide and is divided by 36-in. building columns into three 60-ft. bays. It will eventually be extended 250 ft., making the total length 628 ft. The roof is of the Pond type and is covered with concrete slabs. The distance from the floor to the lower sida of the roof trusses is 34 ft. and the peak is 62 ft. from the floor. The windows are factory glass set in Lupton steel sash. The window sections are Part of the Yard Showing the Stock House, Crane and Run- way and Transverse Tracks on Which the Charges Are Made Up and Weighed. The power house and pattern shop appear in the background 161% ft. wide and 28 ft. high, extending from about 4 ft. above the floor almost to the roof. The center bay is used for the heavier floor molding, the north bay for the light floor molding and small machine work, and the south bay for light work including machine work on _ power squeezer and plain jolt machine. In this bay is also located the cupolas, core making department, core ovens and sand mixing department. The present plant has a capacity of about 100 tons a day. Heavy crane equipment was provided to handle the cast- ings required in the manufacture of large presses. In the center bay there is a 30-ton and a 20-ton electric traveling crane, and two 10-ton cranes serve the north bay. Supplementing the electric travel- ing crane equipment in these two bays are two 5-ton wall cranes with a 25-ft. span, one on each side on a runway under the large crane. The wall cranes take the place of jib cranes frequently used, but are more flexible in that they have runways the en- tire length of the foundry. They are used for pouring metal, handling flasks and for other work for which the large cranes are not required. The main crane runway in the center bay is 27 ft. above the foundry floor and the runway of the wall crane 17 ft. above the floor. The south bay is served at one end by a 8-ton Toledo crane operated from the floor, the runway of which extends over the core ovens. With this exception the entire crane equip- ist 19, 1920 ment was supplied by the Pawling & Harnischfeger he foundry is equipped with two Whiting cu- the larger 102 in. outside diameter and 84 nside diameter and the smaller 72 in. outside eter and 54 in. inside diameter. The cupolas are located well out in the foundry at the inner side of the south bay, with the pouring spouts ex- tending out into the cénter bay. The present loca- tion of the cupolas is toward the lower end of the building, but with the erection of the foundry ex- tension at the lower end they will occupy a cen- trally located position. The cupolas are set up rather high, the bottoms being 6 ft. from the floor line, so that the metal can be run from the spout into large ladles without placing these in a pit. Metal from the cupola is handled in a 20-ton, two 10-ton, two 5-ton and three 2-ton ladles. The pouring is all done from the crane except in the smaller molds for very light castings. \ 30-in. industrial track extends from the stock yard across the foundry between the two. cupolas. This serves as a transfer track in the handling of metal to the side bays, the crane placing the ladle on trucks on the track. The transfer track is also used in taking out slag and for bringing in sand and other supplies. This track is a three-rail track lor a short section connecting the center and north THE IRON AGE 441 The Pattern Shop Is Commodious and Well Lighted and Is Served by n Electric Monorail System bay, making that section also a standard gage track for handling the large ladles and large cores from the center to the north bay. The charging floor is 60 by 70 ft. in size and 26 ft. 4 in. above the foundry floor. The charging floor is unusually large so that storage space for charging cars is available. It is of sufficient capac- ity to permit the placing of an entire charge for a day’s melt on the floor in cars at one time. With a charging floor of this capacity the chemist can go to the floor and check up the charges in order to see whether the charging sheet has been followed in making up the mixtures. The charging cars run on tracks on the charging floor and reacii™@he cu- polas over a transfer track running alongside the cupolas. The cupolas are equipped with mechanical charging equipment. The charging floor is served by two 6000-lb. elevators, one for taking up the charges and the other for carrying back the empty cars. The blower room is located on a mezzanine floor under the charging floor, 13 ft. 6 in. above the foundry floor. There are three coke fired drying ovens of the car type, 10 ft. wide and 24 ft. deep, for the large cores and for small dry sand molds, and a battery of drawer type ovens for small cores. One large oven 30 ft. wide and 24 ft. deep is being built for baking dry sand molds. Core sand is dumped with a grab The North Bay, Used for Light Floor Molding and Small Machine Work 442 to Store the The cupolas are The Charging Floor Is I Enough sarge bucket from the stock yard through a chute that enters the side of the building in the core making department. The stock yard is served by a 10-ton traveling crane with a 90-ft. span having a runway 450 ft. long. This crane is equipped with a lifting magnet for handling pig iron and scrap and a grab bucket for handling sand and coke. At the side of the stock yard is a supply house, a concrete building 200 ft. long, 25 ft. wide and 18 ft. high for sand, coke and other supplies. This building is erected around the outer supports of the crane runway, the inner runway being supported on the building columns. The supply house has a flat deck roof which has a number of hatches. Sand and coke taken from cars on a track that extends the length of the storage yard adjoining the supply house are dumped into the supply bins through the hatches with a grab bucket and are removed in the same manner. The stock yard is also provided with a 10-ton Brownhoist locomotive crane with a 50-ft. boom for handling flasks, ashes, etc. There are four transverse industrial tracks in the stock yard and on these cupola charges are made up with the traveling crane in 2-ton charging cars. Each transfer track has scales for weighing the charge. A transfer track runs along the side of the foundry, connected with turntables from the transverse tracks for handling the material from the storage yard to the elevators, and one trans- verse track extends across the foundry floor, as pre- viously mentioned. The pattern shop is of brick and steel construc- tion, 168 ft. long and 69 ft. wide. It has a saw- tooth roof and a wood-block floor laid on a 6-in. concrete foundation. The shop is unusually well lighted from windows in the roof and continuous windows in the side walls. Room is provided for 50 pattern makers. An electric monorail system is provided for handling supplies of lumber and large patterns. Back of the supply house is a power plant that furnishes current for lighting, and current for the elevators, cranes and other equipment. This is equipped with two 400-hp. Sterling water tube boil- ers and a 400-hp. Skinner Unaflow engine directly connected to a 300-kw. direct-current generator. Compressed air is supplied by an Ingersoll Rand compound steam 2-stage compressor with 9 x 18 in. THE IRON mechanically AGE Entire Charge for a Da'y’s Melt in Cars on the Floor at « charged diameter 14-in. stroke steam cylinder, and a 10 x 16- in. diameter 14-in. stroke air cylinder. (Coal is dumped from hopper cars into a concrete pit, hav- ing a capacity of 35 cars, adjoining the boiler room, the bottom of the pit being on the level with the boiler room floor. A concrete tunnel 6 ft. high and 5 ft. wide connects the power house with the foun- dry. In this are carried the electric wiring, air, water and steam heating lines. A well furnishes water for all purposes except the boiler feed, and a deep well pump raises the water to a large tank, the bottom of which is 98 ft. above the ground. The foundry is heated by exhaust steam from the power plant. In addition to the radiation along the side walls, radiating coils are located along the faces of the two rows of the interior building } umns just above the floor. A well equipped toilet and locker room with hot and cold water and a shower bathroom are provided in a lean-to on the north side of the foundry, a see- tion of this lean-to being used for foundry office purposes. In addition to the main toilet room, there are five small toilet rooms located along the sides of the building, three on one side and two on the other. These are of brick construction, 9 ft. long and 6 ft. wide. Drinking water is supplied at alter- nate building columns. Sts Higher Freights for Water Lines WASHINGTON, Aug. 17.—Hearings will begi" morrow before H. E. Manghum, of the division of "> ulation of the United States Shipping Board, to deter mine the question of freight rate increases on the cou® wise and Great Lakes shipping lines. Jurisdiction 0!" these rates is conferred upon the shipping board ul f nit the latest merchant marine act. The step of the boar? ‘ is in line with the recent increase of railroad frelf) Poe rates and doubtless will be followed by a considersl™ , increase of water rates. Until the hearings have = completed, the tariffs of proposed increases filed by ¢ shipping lines have been suspended. ae The coastwise lines have filed requests for incre” Stas on the Atlantic routes ranging from 25 per °em . the Nv rth the South Atlantic traffic to 40 per cent on the N° ia Souta Atlantic lines. Between North Atlantic a a : g se of 35 vy Atlantic as well as Gulf ports an increase 0 etl cent is asked. An increase in terminal charzes ®” | : enpoted to as” : asked. The Great Lakes carriers are expected Reig a 35 per cent increase. 4 N st 19, 1920 AMERICAN SHIPPING Construction Under Merchant Marine Act —Large Place in Import Trade -HINGTON, Aug. 17.—The United States Shipping has issued the first announcement of approval construction of American vessels to be engaged ‘on trade under the provisions of the merchant » act of 1920, exempting such ships from war and \ lps, a v Y \ The mnring CULTS 9% 1a COr V ae mn pe profits taxes. The final regulations under which <emptions are to be made have not yet been | out in detail. In the meantime the board has ed the following construction plans: vell & Thurlow Steamship Co., Boston, two cargo rs of about 4400 deadweight tons, to be con- d by the Bath Iron Works, Ltd., Bath, Me. R. Grace & Co., New York, one 10,000 dead- tons oil tank steamer, to be constructed by the rk Shipbuilding Corporation. lications have been received for the following and are under consideration by the board: fic Mail Steamship Co., New York, one 9800 eadweight oil tanker, to be constructed by the ork Shipbuilding Corporation. Co., Philadelphia, one single-screw bulk oil of about 12,000 tons deadweight, to be con- i by the Sun Shipbuilding Co. at Chester, Pa. ‘eweastle Shipbuilding Co., Newcastle, Ore., five- { schooner now under construction in the yards. action taken by the board is the first step toward for American shipbuilders the benefits of the signed to help American shipping against foreign tition. Because of the importance of the pro- visions of this act, the internal revenue bureau officials of the Treasury Department are co-operating with the Shipp The ng Board in the final details of the regulations. (merican Participation in Ocean Shipping » importance of American shipping in the foreign commerce of the United States is revealed by a survey of this commerce for the first six months of the calen- dar ping Board. vessels 1eare( ] Y ine Carr ve 30, carrying 37,398,184 gross tons of cargo. ar 1920 which has been compiled by the Ship- This survey shows that a total of 15,558 of 86,931,700 deadweight tons have entered and | United States ports in the six month- ended Ves- s under American registry to the number of 9550 (61.4 per cent of the total vessels) aggregating 51,534,- HU ce et ne sse adweight tons (59.3 per cent of the total tonnage) 1) | 22,724,217 gross tons of cargo (60.8 per cent total cargo carried). The American vessels car- ed 44.1 per cent of capacity load and the foreign ves- 11.5 per cent; the average for all flags being 43 cent of capacity. The distribution between exports ry iports shows that while many of the American are carrying return cargoes to the United ports, the foreign vessels are to a large extent tering in ballast and clearing with more cargo in ceadw Ut th wer AVES s ‘Ce it roportion to the number and tonnage of vessels em- export trade 8114 vessels aggregating 43,754,487 eight tons carried 22,723,165 gross tons of cargo. © vessels clearing in export trade under American istry, 4995 vessels of 25,328,050 deadweight tons ry ] 1i@d 11,591,446 gross tons of cargo; that is, 61.6 nt of the total number of all vessels employed in ind 57.9 per cent of the deadweight tonnage uncer the American flag; 51 per cent of the car- exported was carried in American bottoms. In tl imports, American vessels numbering 4555 ‘egregating 26,206,570 deadweight tons carried 11,- t92,(41 or OF +h 4 whe ss tons of cargo. This was 61.2 per cent total number of all vessels entering United States ports with cargo, representing 60.7 per cent of th Db tht. ‘ue Lota COMmm in the export trade American vessels employed 2.19 acw leadweight and carrying 75.9 per cent of the ; imported. “ight tons of vessel to transport one gross ton “argo, while the foreign vessels utilized 1.93 dead- of vessel for each gross ton of cargo. uation was reversed in the import trade, THE IRON AGE 443 as American vesels employed 2.35 deadweight tons for each ton of cargo while the foreign vessels used 4.79 deadweight tons for each gross ton of cargo en- tering American ports. Ships Under Construction The report of the shipbuilding industry in the United States for July, compiled by the Bureau of Navigation, Department of Commerce, shows that there were building in that month 44 steam vessels with a gross tonnage of 199,424, 6 sailing vessels of 4924 gross tons, 99 gas propelled ships totaling 2556 gross tons and 22 nonrigged ships of 7936 tons. Ninety-five vessels were built on Atlantic and Gulf coasts, 51 on the Pacific coast, 21 on the Great Lakes and 4 on Western rivers. Twenty-four vessels of 147,699 gross tons were built for the United States Shipping Board. Two vessels of 2399 gross tons were built for foreign owners and 16 vessels of 23,262 gross tons were sold to fereign owners. Six foreign-built vessels of 20,883 gross tons, including the DeKalb (formerly Prince Eitel Friedrich) of 8797 gross tons, were officially numbered for American trade. During the 12 months ended July 31, the output of the American shipyards of vessels officially numbered by the Bureau of Navigation, Commerce Department, was 2086 vessels of 3,554,352 gross tons, of which 684 were steel ocean steamers aggregating 3,146,257 gross tons. 0. F. S. Organize Chicago Section of Welding Society At a meeting of members of the welding trade in Chicago, held in the rooms of the Western Society of Engineers on Tuesday evening, Aug. 3, a Chicago sec- tion of the American Welding Society was organized. There were about seventy-five in attendance, repre- senting railroads terminating in Chicago, and local industries. The following officers and directors were elected: Chairman, M. B. Osburn, assistant superintendent, Pullman Co., Pullman, IIl.; vice-chairman, O. T. Nelson, president, General Boilers Co.; secretary-treasurer, L. B. Mackenzie, president, Welding Engineer, 608 South Dearborn Street, Chicago. Directors: E. Wan- amaker, electrical engineer, Rock Island Railroad; H. B. Bently, superintendent motive power and machinery, Chicago & Northwestern Railroad; Andrew Oliver, welding supervisor, Standard Oil Co.; W. M. B. Brady, commercial engineer, General Electric Co.; Harold Cook, managing editor, Acetylene Journal; W. A. Slack, president, Torchweld Equipment Co.; K. R. Hare, dis- trict manager, Transportation Engineering Co.; J. M. Jardine, Western Welding & Equipment Co.; W. H. Bleecker, Jr., district manager, Page Steel & Wire Co.; Oliver Mitchell, A. F. Mitchell & Son; Walter L. Sen- hert, president, Welded Products Co.; Don B. McCloud, secretary-treasurer, Gas Products Association. Meetings will be held on the second Tuesday of each month in the rooms of the Western Society of En- gineers, and those interested in the subject of auto- genous welding by all methods are invited to attend. To protect aluminum and aluminum alloys from cor- rosion, a German inventor has tried the experiment of browning the metal electrolytically, according to the Engineer, London, England. The aluminum is sus- pended in an electrolyte consisting of a sulphur com- pound of molybdenum, and zinc is used for the anode. The cell is maintained at a temperature of 60 deg. to 65 deg. C. The aluminum is soon covered with a dark brown coating. The metal may be bent or rolled with- out cracking the coating. A piece of aluminum thus coated is said to have been immersed in a salt solution for two months without showing the least trace of corrosion. The National Machine Tool Builders’ Association will hold its nineteenth annual fall convention at the Hotel Astor, New York, on Thursday and Friday, Dec. 2 and 3. Reference to this postponement of the regular date of the meeting until] the outcome of the national elections was noted in last week’s issue. PB A BEL ae mee nnn 9 ll : 4 ; 3. = 444 TRON ORE FROM PYRITES Decrease in Available Blue-Billy Since the War of About 200,000 Tons BY KIRBY THOMAS The substitution of sulphur as brimstone for pyrite in the manufacture of sulphuric acid, which was begun of necessity during the war, has continued to a notable extent. This is partly due to the fact that the three principal companies producing sulphur from the saline dome type of deposits in the Louisiana-Texas coastal region have continued to produce largely in excess of the domestic demand. The prevalence of high ocean freight rates for European pyrite has also been a fac- tor, as has the fact that many of the acid plants, once equipped to use the elemental sulphur, have found it advantage to continue the practice. Comparison of statistics with the war years is not significant, but the analysis of the now available rec- ords of pyrite production and importation for 1919 with the normal figures for 1913 is of interest. The domestic production of pyrite for 1919 is estimated at 360,000 gross tons as against 341,388 tons in 1913. The importations in 1919 were as follows: From Spain, 301,693 tons; Portugal, none; Cuba, 19,617 tons or a total of 321,309 tons. Compared with 1913, im- ports from Spain were 626,863 tons; Portugal, 108,360 tons; Cuba, none, or a total of 735,223 tons and a net loss of 413,914 tons. The importation from Canada for 1919 was 177,487 tons; for 1913 this was 158,566 tons, a net increase of 18,921 tons. Supplementing these figures, the marketed pro- duction of sulphur or brimstone for the United States Copper in Steel Tie Plates Lessens Corrosion The New York Central lines have conducted a series of tests under the direction of J. V. Neubert, engineer maintenance of way, Eastern lines, to determine the relative loss of metal in tie plates-of various composi- tions, including those containing a small percentage of copper. The length of time over which the tests were conducted varied from two years to a maximum of six years, and some of the tests are still in progress. In all cases the maximum corrosion developed on the bottom or under side of the plates, contrary to the generally accepted theory of most engineers and mainte- nance of way men that the maximum corrosion takes place on the top or exposed portion. The results, as given below, are detailed by the Railway Age. The percentage of copper in the plates containing that metal ranged between 0.25 per cent as a minimum and 0.5 per cent as a maximum, the plates so treated being rolled otherwise according to the standards of the New York Central. The copper-treated plates so obtained were subjected to the same tests as the other plates. An exposed test on a number of steel tie plates rolled from mild Bessemer steel containing 0.25 per cent copper and a number rolled according to the same specifications without the copper content showed. an average loss of 8.88 per cent for untreated plates and only 1.46 per cent for the treated plates. A second exposed test was made which covered a larger number of tie plates rolled from metals of various compositions. The plates used in this instance were cleaned and then exposed on the roof of a build- ing at Hoboken, N. J., where the action of the salt air of New York bay could be studied. Investigation showed that the loss on the copper plates varied from 0.46 to 0.72 per cent, with an average of 0.56 per cent. In comparing the data so obtained the nearest ap- proach to the results reported from the copper-treated plates was a loss of 0.59 per cent for high carbon open- hearth steel, too hard to punch. The pure iron plate came next, with 1.17 per cent, and then the high-carbon Bessemer plate, with 1.77 per cent, the latter also being too hard to punch. The remainder, which were standard steel tie plates, varied from 4.70 per cent to 6.60 per THE IRON AGE August 19, 1999 from domestic production in 1919 is estima: 1 at 900,. 000 tons, of which 226,712 tons was expor ed. Com. pared with 1913, the domestic marketed producti, was 311,590 tons, including 89,221 tons ex»orted, In 1913 the imports of sulphur were 14,61) tons, ,. against 77 tons in 1919. , These figures indicate the relative rep! .comen; pyrite by sulphur during the first year after the war Conditions have continued about the same for the cy. rent year, except that the importations of pyrite gy increasing slowly. Domestic production and reseryes 9 sulphur continue in excess of the demand. Approximately calculated, pyrite at the normal standard price of 10c. per unit is equivalent tp sulphur at $11 a ton. The quoted price for sulphur continues at from $20 to $22.50 a ton at Eastern sea. board points, but price concessions on contracts are known to have been made. It will be seen from this that there is a very interesting situation as affecting the inherent competition between these two important basic commodities for the limited market for their use in the making of sulphuric acid. This market contest is of direct interest to the iron industry, for the pyrite has heretofore furnished an ap. preciable supply of desirable ore, particularly for the Eastern and Southern furnaces. As pyrite yields ap- proximately 50 per cent in weight of iron ore as a by- product, the net reduction in iron ore supplies for the last year was approximately 200,000 tons. This loss was of special importance to some of the isolated iron furnaces which depended on the by-product iron ore to supplement meager or low grade local ore supplies. The iron, steel and coke industries consumed in pre- war years about 200,000 tons of sulphuric acid out of a total production for the country of 3,250,000 tons, cent, showing in’ the common or regu‘arly accepted tie plates eight to ten times the loss for the special copper. treated ones. This addition of copper naturally results in a slightly higher first cost, but the increase over regular prices will be but $2 to $3 a ton, depending upon the size of the order and other relative conditions. As result of these experiments the New York Central has placed an order for 650,000 tie plates, or 4000 tons, be rolled according to the railroad’s standard speci! cations, with the addition of 0.25 per cent of copper. Hess Steel Corporation Continues Operation The court has ordered the Hess Steel Corporation, Baltimore, which went into receivers’ hands on July l4, to continue to operate. A majority of the creditors have agreed to lend the receivers a sum equivalent to 20 per cent of their claims. The receivers have called upon them for 10 per cent so far. It is claimed that overhead and other expenses of the company have dee! reduced substantially; that several large and unprofit: able contracts have been canceled or modified by agree ment in such a way as to involve no losses. The plat is in operation with practically the same force as here tofore. The sales force has been reduced to one repre sentative, C. O. Rowe, formerly of the Philadelphia territory, with headquarters in Baltimore. The rece! ers are the Baltimore Trust Co. and C. C. Pusey. Th corporation makes carbon and alloy electric steels. A pension system for New York City empoye’ provides for optional retirement of administrative - technical forces at the age of 60 and mandatory 7 tirement at 70, with a pension allowance at the 1 of one-seventieth of the average salary for the /as ten years of service for each year of service. 7 employee’s contributions to the fund range way from 7 per cent of his salary. In case of withdrawa ae the service, contributions are returned together wit aa terest at the rate of 4 per cent. Incidental ae of the plan include pensions for disability, life val ance to the extent of one-half a year’s salary, | n pension to dependents in case of the employees ™ killed while in the performance of duty. a> rust 19, 1920 THE IRON AGE 445 Portable Slotting Machine portable slotting machine recently placed upon arket by the Newton Machine Tool Works, Phila- ia, is shown in the accompanying illustration. It a maximum stroke of 76 inches, cross feed to the slide of 40 inches, and in-and-out feed to the tool of 6 inches. There is a vertical adjustment of ol slide of 24 inches and a cross feed of the up- t on the sub-base by motor of 84 inches. The saddle is counter-balanced with counter- its inside 6f the upright running in guides. to the upright is by separate motor through 11 and bevel gears and stationary screw. These ; are automatically intermittent through a fric- clutch. The upright has power rapid traverse in r direction through the friction clutch controlled i hand Jever. [he saddle is operated by a screw with a one- bronze nut and is supplied with taper shoes to The saddle traverse is con- ed by means of a coarse pitch large diameter nensate for wear. w which is fitted with roller thrust bearings, top and bottom to insure operation in tension. irive to the screw is by reversible motor through The driving screw is cac- r and bevel gears. | in a tension bearing with thrust collars run- in oil and is supplied with a safety clutch F. f vhich is disengaged by the saddle at the top or bottom prevent jamming. Operating dogs for the reverse are mounted on the f the machine with a latch so that they can be changed while the machine is in operation. operating dogs have no connection with the feed. tool apron has a swivel for relief and is ar- ‘ed to swivel through a full circle for the making ilar cuts. The tool slide instead of having bolted n the side for the square gibs is integral with itself, and bronze taper shoes are used for ip the play. rears are fully inclosed. A reversing planer tor of 15 hp. is recommended to drive the ma- 1a 7% hp. motor is recommended for the feed right. mature Field Coil Winding Machine tock armature field coil winding machine, ‘ly ‘been placed on the market by the Diamond Wyoming, Pa. The head of the machine, which Tace plate, can be placed at any angle within is to allow the operator to wind a coil in any it is most suitable. The machine is stopped by a foot pedal operating a cone clutch. through a worm gear and is equipped with p cone pulley. wheel on the front of the machine is for 8 desired to turn the face plate backward. ro This hand wheel can also be removed and a form attached to the spindle when it is desired to do high speed plain winding. The machine is equipped with a Veeder counter. The machine is made in one size and weighs ap- proximately 35 lb., not including the counter-shaft. Rigidity of design is emphasized thus to provide for heavy winding. For pressing the coils, the Diamond company manu- Newton Port- able Slotting Machine with a Maximum Stroke of 76 in., Cross Feed to the Tool Slide of 40 in., and In-and-out Feed to the Tool Slide of 6 In. Fe a Bae oe Ba eee = factures a press equipped with adjustable platens which makes it suitable for receiving and pressing coils of all sizes regardless of the number of turns or gage of wire. The design is such that the pressure can be controlled as desired. The lower platen is provided with a chamber for heating by means of steam or gas when a hot press is required. The stockholders of the E. W. Bliss Co., Brooklyn, ratified the issuing of additional stock at a special meeting. The company will raise $500,000 to meet ini- tial payment upon the purchase of the Cleveland Machine & Mfg. Co., Cleveland, and the Buckeye En- gineering Co., Salem, Ohio. The company has the option of meeting the deferred payments through the issue and delivery of Class A second preferred stock. : 14 : iis RR rm oes Dee CRC et Se edie eine A, ialcietieesiianarhdeliieen omaiatieedetbeies a a 446 Special Cutters and Holders for Interchangeable Counterbore The field of usefulness of the utility interchangeable counterbore manufactured by the J. C. Glenzer Co., Detroit, has been widened by the development of special holders and cutters, a number of which are shown in the accompanying illustration. Reading from left to right, the illustration, Fig. 1, shows a cutter designed to counterbore the seat and countersink the angle of a valve seat at the same operation; Fig. 2 is a formed cutter used in making dies for bootle caps; Fig. 3 is a cutter designed to face, groove, countersink and counterbore nuts at one opera- tion; Fig. 8 is a standard holder and Fig. 5 is a holder for screw machine work. Fig. 9 is a holder for multiple spindle presses, to be used where the machine itself has no adjustment in Cutters and Holders of Special Designs for Interchange- able Counterbore the spindle to compensate for uneven wear of tools. It permits, for instance, of the putting in of a new cutter and using it on a multiple spindle press in con- junction with ground down cutters. The drive is of the same dimensions as the standard holder and is threaded into an outer sleeve to make the adjustment up or down, the position being fixed by a lock nut. Fig. 6 shows a reamer and Fig. 4 a core drill which are interchangeable with cutters thus to increase the usefulness of the tool. Countersinks are also made. Reamer countersinks and core drills are used without pilots and «ure made up in lengths equal to the combined length of cutter and pilot of corresponding size, thus permitting their use in multiple spindle and operation work without any adjustment. The pilot pin, Fig. 7, simply holds the assembled tool together, and is held in place by a headless set screw in the side of the holder. The holders are designed so that the cutters fitting them are larger in diameter than the diameter of the holder, preventing interference and permitting deep hole counterboring. Other special holders with either straight shanks or other tapers can be furnished. The cutter has a slot in it which fits the locater plug on the holder, thus to make for a powerful positive drive. It is thus possible to increase the thickness of the cutter wall as size increases. These tools are marketed by C. H. Westerberg & Co., 9 West Broadway, New York. Copper Production in 1919 Production of primary copper in the United States in 1919 was 1,311,000,000 lb., which, as compared with the production in 1918, 1,908,500,000 lb., shows a de- crease of 31.3 per cent, according to an advance state- ment prepared by H. A. C. Jensen for the United States Geological Survey. The total value of the 1919 output was $243,841,000, figuring on an average price of 18.6 cents, which compares with a total value of $471,408,000 for 1918. The production of refined cop- per in 1919 amounted to 1,768,000,000 lb., which repre- sents a decrease of 665,000,000 lb. from that of 1918. THE IRON AGE August 1), 1929 The apparent consumption of refined copper diving ¢h, year, according to the report, was 877,000,000) |p tt 1918 it was 1,662,000,000 lb. Stocks on hand Jan, ; 1920, amounted to 631,000,000 Jb., which was 1.000. 000 lb. more than on the same date in 1919 The Supply and Machinery Dealers’ Cor of 1921 For some years the National Supply and Machiner, Dealers’ Association, the Southern Supply 1 Ma. chinery Dealers’ Association and the America Supply and Machinery Manufacturers’ Association ve met jointly in what has come to be popularly called in the trade “the triple convention.” This gathering of North. ern and Southern supply and machinery dealers and of the manufacturers from whom the dealers very largely buy their goods of trade has been a conspicuous ex. ample of the tendency toward co-operation and intelli. gent competition, which has become more and more a factor in recent years in American industry and busi- ness. There has been a suggestion from some mem- bers of the Southern association that they draw apart and hold a convention of their own in 1921, a move which on many accounts would be regrettable. During many years of reporting association activities repre- sentatives of THE IRON AGE have seen the great good which has come out of the co-operative spirit in busi- ness through organization, and it is therefore to hoped that “the triple convention” will continue to exemplify the spirit of get-together in the machinery and mill supply trades. The mingling of manufac. turers and dealers from all sections of the country has been a good thing for all. Their interests are common and not sectional and at all their joint conventions there has been the freest expression of satisfaction with the results of the tripartite meeting. vention Motor Driven Surfacer The single cylinder surfacer or surface planer manu- factured by the Oliver Machinery Co., Grand Rapids, Mich., is now equipped with motor drive as shown in the accompanying illustration. The motor, which is a standard 3600-r.p.m. machine, is coupled to the cutting cylinder. In order to get the proper number of cuts No. 99 Oliver Direct Motor-Driven Single-Cylinder Sur'# Planer per minute three high-speed knives are supplied in WF cutting head. E A material saving in room, increased efficiency a safer machine are among the features emphasize Another advantage is that the machine being s® seas tained can be placed anywhere in a shop, regame" of the position of the line shafts. Employers in New York State who come under a Workman’s Compensation Law are warned to %" compensation insurance to cover their employee” else they are liable to a fine up to $1,000 or a ™ . ment up to one year, or both fine and impr! ugust 19, 1920 FOREIGN TRADE PRICES Monthly Averages of Iron and Steel for Export and Import V\sHINGTON, Aug. 17.—The “average” export and price of iron and steel revealed interesting fluc- s. according to a compilation for the fiscal year has been completed by the Bureau of Foreign Nomestic Commerce. The statisticians of the bu- nosed the exports and imports of leading com- modities by months. Then they averaged declared vale n the invoices and manifests to obtain the “offi- price. While these reveal general market Auctuations, they are subject to many variations over vhich the markets have no control. In many cases exported wares are invoiced at contract prices consid oat y below—or above—the current market price. The g iron price shown in the compilation, for instance, van with $37 per ton in June, 1919; rose to $41.12 in July; iene to $35.88 in September; rose to $39.10 in October; fluctuated through the winter months to the .w water mark in February of $34.77; then rose to the high point of the year, $49.20, in June, 1920. Bil- lets, ingots and blooms started the year with $85.50 June, 1919, slumped steadily to $54.20 in November 1919, recovered a little in December, only to drop to the low point of $51 in April, 1920, and ended the year with $51.55 in June, 1920. Steel rail figures averaged $62.80 in June, 1919, dropped to $57.20 in July, 1919, maintained a fair level near that point to May, 1920, when they averaged , but jumped back to $62.10 in June, 1920. Structural iron and steel began at the high water average” Sk. 70 mark of $83.75 in June, 1919, declined gradually to $68.17 in December, 1919, then recovered with minor fluctuations to $80.90 in June, 1920. The table of the German Export Duties WASHINGTON, Aug. 17.—Consul Frederick Simpich, attached to the American Commission in Berlin, has sent to the Department of Commerce a report erning the export duties levied by the German Govern- ment, effective May 1, 1920. These are ad valorem duties and they are intended to put into the hands of the German Government a more complete control over foreign trade. They are to be levied only on goods whose exportation is generally prohibited, and they do not affect wares in transit. According to this report the section embracing metals and their manufacture, machinery, contains the following rates: Pig iron pays 3 per cent; rolls, machinery parts and ron articles in the rough, 5 per cent; cooking utensils, ranges and stoves, 6 per cent; sheet metal, 3 per cent; railroad sleepers and axles, 3 per cent; boilers, ham- ers, plows, wagons, fittings, 6 per cent. Aluminum the rough is free at present, 1 per cent when wrought. \rticles made of wrought aluminum pay 4 per cent. ar rates are imposed on the other base metals and es made from them. Zine and zine articles pay t, as do typewriters. Steam engines and loco- es pay 6 per cent; sewing machines, 8 per cent; ws, 6 per cent; book-printing machinery of s, 6 per cent. Electro-technical products pay st part 6 or 8 per cent. Most motor vehicles cent; seagoing vessels, 6 per cent. con- as well as i eY German Implement Makers Ask Protection " ASHINGTON, Aug. 17.—German manufacturers of “B tural machinery have asked the German Govern- _ nerease the import duties on their wares to mpetition jn the home market, according to the Vaschinen Zeitung. It appears that the situa- rermany regarding agricultural machinery is : ‘ the great uncertainty as to price conditions | possibilities now prevailing in that country. of the extreme difficulty of finding sales for ducts many German factories have reduced vities, while a few have increased their prices G THE IRON 447 AGE average export prices made up by the department fol- lows: Monthly Averas port Prices of Iron and Steel Bi s Ingots Struc’l Pig and Wire Steel Ma Tin Wire Iron Blo« s Nails R . terial Plates Barbed Month Tor Ton Lb Ton Ton Lb Lb 1919 June $37.30 $85.5 $.053 $62.80 $83.75 $.076 $.050 July $1.1 SO.7 O51 7 ) 4°? 33 O73 o4s \ug $0.16 is 6.8 0 O74 047 Sept SD. 88 69.01 047 8.30 77.00 073 047 Oct. 9.10 61. 04 t ) 77 073 047 Nov 6.45 } s 2.80 073 047 Dec 8.10 t } i0 68.17 072 048 1920 Jan 55.40 95.00 19 8.55 73.15 O74 050 Feb 34.77 aS.S is 2 70.90 O74 053 March 56.00 53.4 { 6.8 72.70 073 O51 Apri’ $4.10 51.00 051 S 70.65 O75 052 May $6.15 54.20 054 8.70 79.15 079 054 June $9.40 51 056 62.10 $0.90 OO 052 The import figures are based on the prices of articles in the markets of the countries from which they were imported. The pig iron average price began at $51.70 in June, 1919, touched bottom at $27.95 in September, 1919, and ended the year with $69.34 in June, 1920. Bar iron revealed even more violent fluctuations, begin- ning with $60.90 in June, 1919, touching the maximum of $129.60 in April, 1920, and ending in June, 1920, at $117.02. This table follows: Monthly Average Import Prices of Iron and Steel Pig Iron Bar Iron Ton Ton June $51.70 $60.90 July ‘ 19.96 SO.81 August 15.04 68 24 eptember 27.95 72.1 October 46.36 60.1 4 November $4.51 923 80 December 51.90 101.62 January 30.13 89.00 February $1.55 107.32 March nar 46.63 91.10 April . 56.44 129.60 May 57.78 95.50 June i 69.34 117.02 on certain kinds of machinery, especially such as are needed for the anticipated abundant harvest. It must be said that the demand for harvesting machines is at the present time very slight. There is the general feel- ing that something must be done to extend the sale of German agricultural machinery within the country, and the manufacturers have requested the Government to take such steps for increasing the import duties as will lessen foreign competition in the home market. Tin Plate Exports Widely Distributed WASHINGTON, Aug. 17.—American tin plate exports go to all quarters of the globe. The figures compiled by the Department of Commerce show an exportation of 41,674,449 lb. of tin plate, terne plate and taggers tin in June, 1920, valued at $3,333,597. Canada was the largest purchaser, with a total of 15,023,171 Ib., valued at $1,104,088. Japan came second with 8,098,- 031 Ib. at $622,232; Brazil third, with 2,703,219 Ib. at $220,277, and China fourth, with 2,464,401 lb. at $199,052. During the same month the tin imports of the United States aggregated 11,232,325 lb. of tin bars, blocks and pigs, worth $6,913,571, and 2194 tons of tin ore worth $2,239,266. The Department of Commerce figures also show for June, 1920, the importation of 27,951 tons of copper ore, 12,151 tons of copper concentrates, 6741 tons mat and regulus; and 16,031 tons of other forms of copper at a total valuation of $14,589,851. Copper exported for the month amounted to $12,921,000. Practically all of this was refined copper or finished products. Extensions are being made at the George Cutter works of the Westinghouse Electric & Mfg. Co. at South Bend, Ind., which will double the capacity of the plant and in addition will provide more storage space. An addition 64 ft. x 112 ft. is being made to the foundry and a second floor 66 ft. x 250 ft. will be added to the building which will be used for assembling and storage rooms. 00 cle he wr ee See a ee eae BI Wide Flange Beams by the Sack Method Results of German Practice in Producing Shapes Like Those of the Bethlehem Mill —Roll Design and Theory of the Process LTHOUGH wide flange or H beams with paralle: flanges are only ro:led by one mill in this coun- try there is considerable interest in their produc- tion. For this reason a paper in two issues of Stahl und Eisen may well be reproduced. It is by August Schriever, of Dusseldorf, Germany, and consists of a detailed study of the Sack method of producing these —, beams. It is not clear from the article to what extent the methods described have been followed in actual operation, but they are worked out very carefully and are well illustrated. In THE IRON AGE of Jan. 17, 1907, a communication appeared from Maschinenfabrik Sack, saying that in February it would start up at Rombach, Germany, a universal beam mill invented by Hugo Sack of the above company. We do not find, however, that later experience with this mill has been published in the United States. There are at present, the author says, three other ways of making H beams in a special rolling mill: PASS IN FIN- ISHING STAND B Differdine and an used at the Puppe method used at Peine; third, the Vassen-Goebel method, not yet put in opera- First, the Grey method Bethlehem; second, a+ at 33 t tion. These methods require very considerable plant capital, and as the mills are only suitable for the production of these special beams the depreciation is high, which increases the price of these beams over the ordinary ones. The Sack method does not need a special mill, but makes use of special appliances. It differs from the Grey and Puppe methods in that in one and the same stand the web, flanges and corners are all worked, whereby all the material is in the best possible condi- tion. This is brought about by taking a rough beam blank from an ordinary two or three-high mill and working it in a so-called four-roll mill in a large number of passes. The four rolls lying in the same plane are gradually brought together and produce a double Y-section that corresponds approximately to the finished beam and needs only straightening into shape. The original design of passes is shown in Figs. 1 and 2. As may be seen, Fig. 1 shows on the left a completely closed pass, and in order to prevent the formation of edges it is necessary to turn the bar 180 deg. after each pass, whch requires a tilting arrange. ment at each side of the roll train. The regulation of the horizontal and vertical rolls is connected and car. ried out together in a direct ratio of 2 to 3. That is. with a movement of 2 mm. for the horizontal rolls, the vertical rolls move 3 mm. This brings about a uniform, even working of the steel in web, flange and flange corners. The corner work, however, varies. (On one side the widening of the metal brings about upsetting, but on the other side stretching only. As the inclir tion of the flanges is comparatively small the upsetting pressure corresponds approximately to the pressure on the web. The pressure on the corner where there js no upsetting work is equalized by continual turning of the bar. The pass was then redesigned as shown in Fj which makes possible quick removal of the horizor rolls. The left vertical roll, however, causes a pro- nounced edge formation and the working of the corner metal is on:y incomplete. The next step, therefore, was practically to stop all corner work on this side and make the vertical roll quite smooth, as shown in Fig As the bar is turned 180 deg. after each pass la- 2 there 18 ul FIG FIRST CHANGE IN DESIGN iF PASSES - sufficient work on the corners in the course the rolling. In order to provide for still more work the passes shown on the right and left of Fig. 4 have been divided into two passes placed side by side, or behind the other as shown in Figs. 5 and 6. In Fig. 5 all four corners are equally worked, and as the pres- sure is approximate’y equal to that on the web the steel maintains the same density as the web. In order to prevent the formation of overfills the tilting apparatus has been done away with but a second roll stand 3s 4. SECOND HAN DESIGN OF PASSES necessary, which increases the plant cost and the ‘ st of the finished beams. By means of thorough tests the angle of the flanges when rolling in a universal mill, has been determineé as 1 to 5, whereby the corner material receives theoret cally almost the same pressure as the web. Beams so rolled in a four-roll mill receive continuously form pressure from all sides, being produced free from stresses. The only disagreeable feature is the doubie roll stand and the second roll pass. “While with Figs 5 and 6 the work is divided between two stands ane conveniently be carried out in one, simi