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12 COAL AND TIMBER February, 1905 PENNSYLVANIA RAILROAD SUED. Two Coal Companies Ask $2,000,000 Damages. HECLA COKE COMPANY May Be Absorbed by the H. C. Frick Coke Company. NEW COKING SCHEME. Carbene, It Is Said, Will Bring Good Results From Poor Coal. According to press dispatches of Jan. 27 two large coal companies have brought suit against the Pennsylvania Railroad Company, in the United States Circuit Court, in Philadelphia, under the Interstate Commerce Act, to recover for alleged damages aggregating nearly $2,000,000. The Webster Coal and Coke Company seeks to recover $1,483,838, and the Pennsylvania Coal and Coke Company, $420,174.24. The coal companies allege that the railroad company arbitrarily assumed the right to estimate and determine the capacity to produce coal from the mines of the plaintiff companies. From this estimate was fixed the number of cars necessary to carry the coal from the mines. The actual capacity of the mines, it is alleged, was far greater than that estimated by the defendant. A demand was made for more cars, but the railroad company, it is averred, refused and neglected to furnish them. A lebate of 15 cents a ton on coke hauled from colleries was allowed other concerns,it is alleged, and was not allowed to the plaintiffs. The Pennsylvania Railroad Company say they will fightthese cases to a finish,claiming there has been no discriminaton, and they further say there will be no compromise or settlement out of court. REPORT OF ACCIDENTS. Fourteenth Bituminous District, Pennsylvania. make-up the "dead" ad. got into the forms. F. W. Cunningham, mine inspector, of the The Kanawha Fuel Company's advertisement fourteenth bituminous district, makes the following report of accidents in that district for the year ending December 31, 1904. Number of fatal accidents in mines, 21; number of fatal accidents outside of mines, 1; total number of fatal accidents, 22. Harwick disaster, 179, which can hardly be considered for a comparison to the previous on the back cover of this issue is correct. The officers of the company are: M. T. Roach, president and general manager; j. B. Lewis, vice president; William Brown, secretary and R. H. Richardson, auditor and assistant to general manager. This company handle the output of 75 mines with an annual capacity of six million tons. }*ear, when there were 27 fatal acci dents in the district, or 18.5% more than West Virginia has a bright future before in 1904 (not considering the Harwick her, provided the Solons at Charleston do fatalities). not erect barriers, which capital cannot Number of non-fatal accidents, 56; 2 were killed by fall of coal; 12 were killed by fall of slate; 2 were killed by fall of roof rock; overcome. She needs the assistance which outside capital can give in developing her rich mineral deposits, but she can only secure 4 were killed by mine cars; 1 was killed by it by opening wide her doors. Tax the breaking of a steam-pipe; 1 was killed by railroad car, under a tipple. Nationalities legislation, that will have a tendency to keep out capital, will retard her advance of the victims of fatal accidents, ment and be a serious loss to the state. American, 4; Scotch, 1; Irish, 1; Polish, 5; Hungarian, 1; Italian, 4; Austrian, 2; Russian, 1; Bohemian, 2; Tyrolean, 1. You can't "keep house" without "Coal and Timber." Subscribe now, only $1 per year. Ne-gotiations are reported to be nearly completed, by which the H. C. Frick Coke Company will obtain possession of the Hecla Coke Company interests. The amount involved in the deal is said to be $7,000,000. the largest amount involved in any one coal and coke transaction since the United States Steel Corporation secured control of the Frick interests. Ihe Hecla Company operates 1,100 ovens in the Connellsville region and owns 5,000 acres ot coal land in that field.Next to the Raincy interests, it is the largest independent coke producer in the Connellsville territory. Sometime ago the Frick company purchased the Crossland plant of the Atlas Coke Company, which included 1,00 ovens in the Connellsville locality. In addition to this it is securing the entire output of the 1,100 ovens of the Oliver &' Snyder Coke Company. This producion is being shipped to the mills of the United States Steel Corporation. The Frick Company also controls half of the Hostetter possessions in the Connellsville field. The [Jostetter Coke Company operates 700 ovens. APPOLOGIA. Owing to the rush incident to the last hour in the make-up of the January number of "Coal and Timber" the advertisement of the Kanawha Fuel Company on the back cover contained an error. The proof had been marked "kill,—reset, follow copy." The ad. was reset and approved, but in the —The Ottumwa box car loader referred to in William Affelder's article on Box Car Loaders, at the Western Pennsylvania Coal Mining Institute, has an advertisement on page 6. It will be to your interest and profit to examine the same. Carbene is the name of a substance claimed to be discovered, the presence of which in coal renders the latter a good coking coal, and which, it is thought, may open up a new field in the manufacture of high-class coke from poor coals. Starting from the observation that a good coking coal will not make good coke when suddenly heated in small quantity, and inferring that something must have been present which was driven away by the sudden heating, the discoverer looked for the something in the tar produced, and ultimately found that it was not destroyed by being driven off, but remained in the tars. After investigating, he succeeded in isolating the new substance in a state of purity. It looks exactly like bituminous carbon; it is black, solid, friable, shows a tendency to crystalize. With bromine, fuming nitric acid ; concentrated sulphuric acid, and similar reagents, it acts energetically, forming a series of curious additions—properties of which the nitration products seem worthy of particular attention. When a grain or so of carbene is heated in a test tube the whole interior of the tube becomes lined with a tenacious, hard, bright, black varnish and in the retort it is the varnishing that does the work of sticking the particles of coal together, always a little in advance of the travel of the higher temperatures, which effect the actual distillation. That this explanation is correct is shown by experiment, for a poor coal, with the addition of two per cent, carbene, makes splendid coke even in the crucible.—Connellsville "Courier." Washington Run Will Have Connection at Fayette City. The Washington Run R. R. is to be extended from its present terminus at Star Junction to Fayette City. This will bring the Monongahela Valley into much closer relations with the Yough region than it has been. The extension, it is said, will be taken up the coming spring by the Washington Run R. R. Company. The stockholders in the road are identical with those of the Washington Coal & Coke Company, who have interests worth millions in Perry, Franklin and Jefferson townships. The extension of the road, which now runs from Layton station on the B. & O. to Star Junction, will open up some new coal for the company and also develope that territory in other lines of industry. The Washington road is now within three and a half or four miles of Fayette City. The grade is easy from the present terminus to a connection with the Pittsburg, Virginia & Charleston.
February, 1905 COAL AND TIMBER 13 BOX CAR LOADERS PAPER READ BY WILLIAM L. AF FELDER BEFORE THE CENTRAL MINING INSTITUTE OF WEST ERN PENNSYLVANIA. Winter Meeting, Pittsburg, Dec. 21-22, 1904. NOTE—Mr. Affelder used a working model of a box car 1 aderand also exhibited photogiaphs and drawings of other loaders to illustrate his paper.—Editor. The introduction into Western Pennsylvania of mechanical devices for loading coal into box cars dates back very few years, but their number is increasing with quite marked rapidity. Until very recently, the only method ot loading coal into box cars was that which could be seen two years ago at every way station in the coal producing district when a farmer and his boys succeeded in bribing the station agent to let them have a box car, into which they shoveled coal which they had mined in their private coal banks. Alas, what changes have occurred in the coal business in the two short years that have elapsed since a box car of coal—no matter how poorly loaded, nor how badly the coal was broken, and no matter how many men were needed to load the car— netted the operator more than a full day's run under present conditions. It is now essential that coal be loaded into box cars as quickly, cheaply, uniformly and with as little breakage as into open cars. In former years Pennsylvania operators loaded box cars only when the scarcity of gondolas made the demand for coal so great that the consumer was satisfied to accept it in box cars and to pay a price sufficiently high to warrant the additional expense incurred in loading, but now the Pennsylvania operators have extended their markets to Western points which require coal in box cars, and it is due almost entirely to the increase of shipments to the far west that Pennsylvania has witnessed the introduction of box car loaders. The keen competition in the eastern markets forced Pennsylvania operators to become more aggressive in disposing of a portion of their coal in the west, and with this encroachment into western markets came the introduction of western methods to meet western requirements. Box car loaders are decidedly of western origin, as without exception they have been invented, manufactured, introduced and perfected in the west. This does not seem strange when the railroad conditions of that section are compared with those of the east. In the latter section the gondola and hopper cars constitute by far the greater proportion of the freight cars owned by the railroads. Employed as they are in hauling a great variety of products, they frequently travel in one direction loaded with coal and return loaded with iron ore or some other commodity. In the west, gondola and hopper cars are very scarce and freight is hauled almost exclusively in box cars. Grain and cattle are hauled east to the large grain and stock centers, and in as much as the railroads cannot afford to haul the cars back empty across one state after another, they are used for transporting coal on the return trip. Aside from the nature of the equipment owned by the railroads in the two sections, it is necessary to load coal for western shipment in box cars, which can be closed and sealed in order to prevent theft. When coal travels such short distances as it generally does in the east, the loss of weight in transit is quite small, but in traveling such great distances as it does in the west, open tars are entirely impracticable, as the railroads do not hold themselves responsible for such losses. Besides, the eastern railroads will not allow their gondolas to go into the far west. These differences in local WILLIAM L. AFFELDER First Vice-President Central Mining Institute of Western Pennsylvania, and Superintendent Mosgrove Coal Company conditions account for the fact that the majority of the box car loaders in this country are used in the states of Illinois, Indiana, Iowa, Missouri and Colorado, while they are considerably more scarce in Ohio and West Virginia, and Pennsylvania boasts of only 35 of the 350 or 400 in use in the country. The peculiar construction of box cars has been responsible for the difficulties encountered in perfecting machines to load them. All coal must pass through the small car doors and be piled principally in the ends so that the greatest weight is upon the trucks. It is therefore necessary for the machines to carry or throw the coal some distance, but with due regard to the requirements of capacity, economy, durability, and minimum breakage of coal. The writer experienced some difficulty in the collection of dates regarding the earliest types of box car loaders, but according to his investigations, the first practical box j, car loader was invented by Richard Ramsey, of Illinois, and was first placed on the market in 18S5. Loaders of this type were' manufactured by the Ottumwa Iron Works, of Ottumwa, Iowa, and the Litchfield Foundry & Machine Company, of Litchfield, 111., but are no longer being made. It consisted of a table on rollers, which entered the car door furthest away from the tipple and upon which the coal fell from a chute which entered the other door. The coal was swept from the table towards both ends of the car by a heavy wooden beam which swung horizontally about a permanent pivot just outside the car. The outer end ot the beam was connected to the connecting rod of an especially designed steam engine which was located beside the track with its cylinder parallel to the track. This loader was successful so far as capacity was concerned for the beam swept the coal off the table as fast as it could be dumped, but the coal was so badly broken and the cars were so much damaged by the impact of large lumps that the loader soon lost favor. Two years later, William Ramsey, of lowa, invented a loader, which was manufactured by the Ottumwa Iron Works, lowa. It consisted of a steel shaft which extended horizontally through one door into the car above the floor, and which carried a pair of iron plates in the shape of an inverted letter V. As the coal fell onto these plates, the shaft was made to rotate rapidly forward and back so that the coal was thrown towards both ends of the car. This oscillating movement was accomplished by means of a connecting rod attached to a crank on the shaft, and the eccentric of a specially designed steam engine. Like the Richard Ramsey loader, this one was too hard on both the coal and the cars, and the ordinary shovel still continued to be considered the most practical box car loader. The third box car loader worthy of notice was patented in 1894 by F. W. Bond, and manufactured for a time by the Litchfield Foundry & Machine Company, but it is now obsolete. The Bond loader consisted of a stationary reversible engine, and a movable frame resting on rollers. By means of a pair of bevel wheels at the end of the engine shaft, a small pinion wheel, engaging the rack beneath the movable frame, moved the entire frame into and out of the cars. When the frame was in the proper position for loading, the engine was connected with the horizontal shaft of tlie frame by an intermediate gear wheel supported on the frame and engaging a gear wheel on the engine shaft and one on the loader shaft. The end of the shaft inside the car carried a pair of blades or shovels which revolved in a curved chute at the end of the movable frame. Coal was discharged from the tipple into this curved chute through the car door nearest the tipple and swept from it into either end of the car by the revolving
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