This invention, unique in elevator patents, is the logical result of the tendency of the day to the greatest simplicity, combined with maximum economy and the highest possible degree of safety. No one who has ridden on one of these elevators has failed to appreciate that the machine able to accomplish what this one does so easily and smoothly, at the same time impressing the passenger with such a feeling of solidity and security, is the machine which the public has wanted and will want from now on.

As the public is intensely interested in anything relating to the greatest buildings of modern times, the Metropolitan, Singer and Woolworth towers, and especially in the apparatus which will take it to the tops of these 600 and 700-foot structures in one minute from the street level, the following brief description of the elevators that accomplish this will undoubtedly prove of interest.

In

The Electric Traction Elevator derives its name from the fact that motion is obtained by means of the traction existing between the driving sheave and the hoisting cables. order to produce the necessary tension for this result, the hoisting cables, from one end of which is suspended the car and at the other end the counterweight, pass partially around the traction driving sheave in lieu of a drum, continuing around an idler leading sheave, thence again around the driving sheave, thereby forming a complete loop around these two sheaves.

In this type of elevator the working parts have been reduced to the simplest possible elements, but at the same time absolute safety and perfection of operation have been secured by the application of a sufficient number of highly ingenious devices and controlling features.

The machine itself consists essentially of a motor, a traction driving sheave and a magnetically released spring applied brake, all compactly grouped and mounted on a continuous heavy iron bed. Instead of the high-speed motor customarily used with the Geared Electric Elevator, a slow-speed, shunt-wound motor designed especially for the service is employed. These motors, contrary to an erroneous popular belief in regard to slow-speed motors in general, have a remarkably high efficiency. armature shaft which is of high tensile steel of ample strength serves. merely as a support for the load and on it are mounted the brake pulley and driving sheave. The actual drive from the armature spider to the sheave is effected through a flange. integral with the spider and bolted directly to the sheave, thus eliminating all torsional strains to the shaft, and the use of keys.

The

The advantages of this type of elevator over the Geared Drum type; are obvious. The Gearless Traction Elevator may be used for any rise. whatsoever, because this invention does not have to consider a drum upon which the hoisting cables are. wound. The direct drive and consequent elimination of all intermediate gearing between the motor and driving member results in a machine of very high efficiency and absolutely prevents any possibility of vibration or noise that might perhaps occur from the imperfect wearing of a system of gears. With the slow-speed motor employed the armature momentum is much less than with a smaller high-speed armature, and therefore permits of greater ease in starting and stopping, resulting in a smooth and practically faultless movement of the car. Moreover, the compact and simple arrangement of parts

permits of the greatest simplicity of installation and economy of space, especially if the machine itself be located over the hoistway.

The controller used with these elevators embodies the very latest and approved application of electro-magnetic switches. It is actuated by a master switch in the car and gives starting, accelerating, retarding and stopping effects unexcelled by even the most costly high-grade, hydraulic equipments.

The controller is so designed in connection with the motor that the initial retardation of the car in coming to rest is independent of the brake, the latter being requisitioned to bring the car to a final and positive stop and to hold it at the landings.

The motor is also governed in such a way, electrically, as to prevent the car from attaining any excessive speed, no matter what the load in it may be.

In designing the controlling equipment, one of the features demanding greatest consideration, in view of the very high speed at which the cars run, is the automatic retarding of their speed to a final stop at the upper and lower terminals of travel. This result is very satisfactorily attained by two multi-arm switches located on the car-one for the up and one for the down motion. These switches are operated by cams in the hatchway, that open the contacts, one after the other, as the car approaches the limits of travel. This automatic feature is entirely independent of the operator in the car and is effective even though the car-operating device be left in the full-speed position.

The usual safety devices installed in connection with modern high-grade apparatus are used with this type of elevator, including speed governors, wedge clamp safety devices for gripping the rails in case of the car attaining excessive speed and potential switches. One particularly prominent safeguard resulting from the arrangement and the method of driving the cables, is the decrease in traction which follows the bottoming of

either the car or the counterweight on their oil buffers. This minimizes the lifting power of the motor, until normal conditions are resumed. Inasmuch as in any properly constructed elevator the roping is so arranged that the counterweight will rest on its oil buffer before the car reaches the overhead work, or vice versa, it therefore will be seen that the abovementioned decrease in tractive effort is a very valuable and effective safety feature inherent in this type of elevator.

A feature of security of the greatest interest and importance is provided in the Oil Cushion Buffers. These are placed in the hoistway, one under the car and one under the counterweight, and are arranged to bring either the car or the counterweight to a positive stop, through the displacement of the oil in the buffer at a carefully calculated rate of speed which is regulated by the escape of oil from one chamber of the buffer to another. The buffers have been proven capable by test of bringing a loaded car safely to rest from full speed without discomfort to those in the car and in this respect are unique among elevator safety features.

In general it may be said that the refinements that have been worked out and the perfection that has been reached have resulted in an apparatus which has given a remarkable demonstration of its safety, economy and traffic handling efficiency, and has adequately satisfied the demand for an elevator of this type. This is conclusively indicated by the large number of existing installations in all parts of the country.

Low wages are in conflict with the principles of industrial statesmanship.

Statesmanship has concern for future growth and opportunity—it distinguishes between the ephemeral and the permanent, and takes into account relative values. Some industrial practices may be cheap from the standpoint of immediate money costs, but extravagant from the standpoint of long-time costs and from the costs calculated in human producing ability and national virility.

There has been no force that has so insistently demanded and sought to establish ideals of industrial statesmanship as the trade union movement and economic statesmanship is the foundation for all national well-being and progress.

Repeatedly, trade unionists have called attention to conditions that constitute a national menace. For many years the Central Federated Union of Greater New York and vicinity has urged upon the city council that cheap labor does not necessarily or usually mean low cost of production. The Central Federated Union has urged as of vital concern the conservation of human life and the employment of efficient workmen and employes competent to perform their work in the best way. Their frequent warnings have been recently justified with most appalling force.

Without warning, several blocks of Broadway, underneath which the excavations in the new subway were in progress, caved in. The subway was being constructed in accord with ideals of "economy." The men who

were doing the excavation, the "muckers" as they are called, were digging and delving in the mud for $1.50 per day. Another "economy" device was the absence of an engineer to oversee the work of construction. When the danger was imminent,

there was no one who knew and no one who could give warning. Whatever was the cause of the cave-in, the total absence of precaution against such a disaster or to insure the safe construction of the work upon which the safety of the lives of so many passengers will depend, was in harmony with the policy of cheap labor. But cheap labor is in accord with false notions of cost. It is that ideal of cheapness that has no regard for permanence, for conserving productive power and for estimating properly the value of the creative genius that directs and controls the muscles and the motions of men.

It was a significant coincidence that at the time of the "accident," the interests hostile to the welfare of the workers, who constitute the great majority of the nation, were seeking to have declared unconstitutional a law intended to raise the standards of workmanship and manhood of those employed upon the public works of New York.

The labor movement has steadfastly insisted that that which is of transcendent importance to any nation is the protection and the development of its people.

A nation will stand or fall as the citizenship develops or deteriorates.

The material things of civilization are intended for the service of human beings.

All power and policies of protection ought to be in accord with the ideals which protect the human at any sacrifice..

To employ cheap labor for municipal construction at the rate of $1.50 per day is too high a cost to be tolerated by any community. That saving of public moneys means an expenditure of unpaid human productive power. It means under-nourishment, poor clothing, poor homes, lack

of the things that are essential for best social intercourse, not only for the individuals employed, but of all those dependent upon them. It means destruction and thwarting of human power that might develop into valuable useful citizens. It is a brutal waste of human life in the effort to save a few dollars.

It is high time that our municipalities, our States and our national

government should set all employers of human labor an example of proper policies of conservation and a real understanding of what constitutes low cost of production.

We can no longer tolerate cheap standards, cheap wages, "cheap workers," unless we create a cheap people -a cheap nation. If we want things that are of value-of service-we must pay what they are worth.

WHO OWNS THE EARTH? The people of Rhode Island and of Massachusetts, being citizens of the same country, and enjoying the same free and enlightened institutions, might be supposed to have the same rights and privileges. But they have not. In Rhode Island people may walk along the shore between private land and the sea; in Massachusetts they cannot. Why? Is it because the people of Massachusetts have agreed to forego that right? Or have the people of Rhode Island fought and bled that they might number this among their blessings? No, it is because the charter of Charles II to Rhode Island gave the right of access to the shores, and the right of the public to walk on them; while the charter of James I did not give that right to the people of Massachusetts. Neither of these kings ever saw New England, and both of them have been a long time dead. Yet the people of

free America are still observing the rules laid down by two kings who died in England nearly three hundred years ago. Have Americans really a sense of humor?

DIAMOND POINTS

An ideal husband usually belongs to some other woman.

A girl's idea of an affinity is the first man who proposes.

And many a powerful piano mover is unable to carry a tune.

A poor joke is one that humiliates others.

A closed mouth is the noblest work of anybody.

An auctioneer cries because he is making an honest living.

A man who is satisfied with himself does not want much.

Some people use poor material when they make up their minds.-Ex.

NEW YORK

SAN FRANCISCO

The word "diameter," when applied to gears, is always understood to mean the pitch diameter.

Diametral pitch of the gear is the number of teeth to each inch of its pitch diameter.

If a gear has 40 teeth and the pitch diameter is 4 inches, there are 10 teeth to each inch of the pitch diameter, and the diametral pitch is 10, or, in other words, the gear is 10 diametral pitch.

Circular pitch is the distance from the centre of one tooth to the centre of the next tooth, measured along the pitch circle.

If the distance from the centre of one tooth to the centre of the next tooth, measured along the pitch circle, is 1⁄2 inch, the gear is 1⁄2 inch circular pitch.

The diametral pitch given, to obtain the circular pitch divide 3.1416 by the diametral pitch.

If the diametral pitch is 4, divide 3.1416 by 4, and the quotient, .7854 inch is the circular pitch.

The circular pitch given, to obtain the diametral pitch, divide 3.1416 by the circular pitch.

If the circular pitch is 2 inches, divide 3.1416 by 2, and the quotient, 1.5708, is the diametral pitch.

The number of teeth and the diametral pitch given, to obtain the pitch diameter, divide the number of teeth by the diametral pitch.

If the number of teeth is 40, and the diametral pitch is 4, divide 40 by 4, and the quotient, 10, is the pitch diameter.

The number of teeth and the diametral pitch given, to obtain the whole diameter or size of blank of gear, add 2 to the number of teeth, and divide by the diametral pitch.

If the number of teeth is 40, and the diametral pitch is 4, add 2 to the 40, making 42, and divide by 4; the

quotient, 102, is the whole diameter of the gear or blank.

The number of teeth and the diameter of the blank given, to obtain the diametral pitch, add 2 to the number of teeth, and divide by the diameter of the blank.

If the number of teeth is 40, the diameter of the blank is 101⁄2 inches, add 2 to the number of teeth, making 42, and divide by 10%; the quotient, 4, is the diametral pitch.

The pitch diameter and the diametral pitch given, to obtain the number of teeth, multiply the pitch diameter by the diametral pitch.

If the diameter of the pitch circle is 10 inches, and the diametral pitch is 4, multiply 10 by 4, and the product, 40, will be the number of teeth in the gear.

The whole diameter of the blank and the diametral pitch given, to obtain the number of teeth in the gear, multiply the diameter by the diametral pitch and subtract 2.

If the whole diameter is 101⁄2, and the diametral pitch is 4, multiply 101⁄2 by 4, and the product, 42 less 2, or 40, is the number of teeth.

The thickness of a tooth at the pitch line is found by dividing the circular pitch by 2, or divide 1.57 by the diametral pitch.

If the circular pitch is 1.047 inches, or the diametral pitch is 3, divide 1.047 by 2, or 1.57 by 3, and the quotient, .523 inch, is the thickness of tooth.

The whole depth of a tooth is found by dividing 2.157 by the diametral pitch.

If the diametral pitch of a gear is 6, the whole depth is 2.157 divided by 6, equals .3595.

The whole depth of a tooth is about 11/16, or exactly .6866 of the circular pitch.

If the circular pitch is 2, the whole