The Iron Age 1880-01-29: Vol 25 Iss 5

The Iron Age A Review of the Hardware, Iron and Metal Trades. Published every Thursday Morning by DAVID WILLIAMS, No. 83 Reade Street, New York. Vol. XXV: No. 5. The Tay Bridge Disaster. | and we may confine our attention entirely to this part of the structure. The girders Since the cable brought across the Atlantic | were about 27 feet deep, and weighed each the terrible account of the destruction of about 190 tons. The booms each consisted the Tay bridge and the entire loss, with all | of a trough 15% inches deep by 15 inches the persons on board, of a train crossing the | wide inside, the bottom of the trough being Frith of Tay from the south on its way from | a 34-inch plate 2 feet wide, while the sides Edinburgh to Dundee, much of the mystery | were 53-inch thick, and were connected to attending its sudden failure has been cleared. | the bottom by 3% X 3% X 3%-inch angle The technical journals of England, notably | iron. Similar angle irons were also riveted Engineering and the Engineer, have naturally | along the upper edges of the sides. The gird- taken up the subject with much earnestness | ers were arranged in continuous groups, the and zeal. In view of the incompleteness of details, and also of the fact that an in- vestigation by eminent experts is being | - cae ee made under the auspices of the Board of | Trade, they have wisely abstained hen committing themselves to any pet theory, and it would be manifestly unfair to attempt | to pass judgment on this side of the Atlantic. | We are not inclined to make this sad occa- sion one of retaliation for many slighting | remarks which English engineers have too often ventured unwisely on American engineering skill and practice. The fall of a structure which has been long regarded as a crowning monument of modern engineer- ing is a fearful warning which no one should affect to be able to disregard, and public confidence has suffered a severe shock which has given rise to earnest, though misplaced, expressions of distrust in this country also. We believe that the cry of ‘‘ what next?’ and the wholesale;condemnation in which the daily press, notably, indulges so freely, is calculated to do much more harm than good. We shall confine ourselves for the present to as full a representation of the facts brought to light until now in connection with the catas- trophe as we are able to obtain, reserving for a future occasion’ a summary of the conclusions to be drawn from it. For the data and the illustrations we now publish we are mainly indebted to the publications mentioned above. It appears that no com- plete account of the whole structure as fin- ished has appeared in any of the transactions of technical bodies or in the journals de- voted to engineering, because important changes were made both by contractors and engineers to meet unexpected difficulties. This is true not only as regards the position of the piers, and consequently the length of the girders, but also as to many of the details, which appear to have been modified as the expediency of alterations was suggested during the course of erection. As an ex- ample, we may state that, instead of the 13 large girders, each 245 feet in length, originally projected, 11 only were put in in accordance with the first design, while two were reduced in length to 227 feet. This circumstance naturally introduces into all discussions possible at the present mo- ment an element of uncertainty, which is much to be regretted. How far this deficiency may be met by records in the possession of the engineers and con- tractors connected with the building of the bridge, it is impossible to state at this juncture. As finally constructed, the bridge was 3450 yards long, and con- sisted of eighty-five spans of the following 2 dimensions: Eleven spans of 245 feet each ;| = two spans of 227 feet each, lattice girders ; one bowstring girder of 166 feet, one span of 162 feet 10 inches, thirteen spans of 145 feet each, ten spans of 129 feet 3 inches, eleven spans of 129 fed each, two spans of 87 feet each, twenty-four spans of 67 feet 6 inches, three spans of 67 feet, one span of 06 feet 8 inches and six spans of 28 feet 11 inches, all lattice girders—in all, eighty- five spans. In addition to which there are at the north end one span of 100 feet and three of 29 feet, plate girders. In the hh | teen spans exceeding 145 feet, and on the 160-feet bowstring girders, wrought-iron | cross girders have been used. In the rest of the structure, timber. In the case of the bowstring girders and the thirteen large spans, being those which fell, the roadway was carried on the bottom booms of the girders, while in the case of all the other spans it is carried on the tops. Our engraving clearly shows how the juncture between the short and longer spans was ef- fected. The girders were arranged in con- tinuous groups, generally of four or five each. The greatest clear hight from high- water mark to the bottom of the lower booms was about 87 feet. ‘‘ Counting from the south end”—we quote from Major Hutchinson’s report to the Board of Trade— ‘piers 1 to 14 are entirely of brick in| cement ; piers 15 to 48 are brick for 5 feet | above high-water magk, finished with a stone | belting, upon which are carried groups of | cast-iron columns braced together ; piers 49 | to 77 consist of groups of cast-iron columns | braced together, starting from the cylinders, and incased in brickwork to a hight of 5 | feet above high-water mark ; piers 78 and | 79 are cast-iron cylinders throughout, filled | with concrete; piers 80 to 84 are cast-iron | . columns; piers 80 to 89, brick in cement. | thirteen largest spans forming two groups of | The permanent way is of double-headed rails | four spans each and cne group of five spans, fished at the joints in 24 feet lengths, 75 roller bearings being provided when neces- pounds to the yard, secured in chairs 3 feet | sary to accommodate expansion and contrac- apart on continuous timbers 17 inches wide, | tion. The width of the platform was 15 and varying between 7 and 14 inches in| feet and carried with a single line of tracks. | / depth. Throughout the length of the bridge |The piers upon which the large spans rested guard rails are provided. ‘The floor of the | are placed on a foundation consisting of a bridge is of 3-inch planking.” It will be seen | caisson 31 feet in diameter and filled with that the bridge is an extremely heterogeneous | concrete. Upon this was built a brickwork structure—a conglomeration, in fact, of a| of hexagonal section 27 feet long in the di- great many bridges of various spans and | rection of the axis of the river and 16 feet types of girder and pier. The eleven 245-/! in the line of the bridge. On the top of this foot andthe two 227-foot girders stood nearly hexagonal mass of brickwork was a capping in the center of the bridge, and carried the | of stone in four courses, of an aggregate load on the bottom booms. These are the| depth of 5 feet, while on this again was umns braced together, four of these columns being nearly vertical and placed under the girders, while the other two are cutwater columns, The two pairs of nearly vertical columns were 15 inches in diameter, and they were placed g feet ro inches apart from | center to center through all their length, in a direction transverse to the bridge, while in the other direction they were 12 feet apart at the bottom and ro feet at the top. The two outer or cutwater columns were 18 ‘inches in diameter, and they were placed SCALCIOF Frer eon ot 4 as -27 OTR colvan Fig. 2.—Side Elevation, Fig. 3.—End Elevation of Pier. Fig. 4.—Plan of Pier. Fig. 5 tion of Large and Small Spans, singly, one on each side, 21 feet 10 inches | inches in diameter. apart from center to center at their basis, and 19 feet 10 inches at their summits, each of these columns having a rake of 1 foot only. Each column was made in seven 10 foot 10 inch lengths, united by flanges, al- though in some of the piers a less number of lengths was used. was introduced at each joint, and diagonal bracing between the lines of horizontal brac- ing. Each cutwater column was connected | at its top to the adjoining pair of 15-inch columns by short girders, on which the gird- ers of the bridge took their bearing; but there was, we believe, no through transverse irder fixed to the tops of the columns. Horizontal bracing | New York, Thursday, January 29, 1880. ment concrete, ard their average thickness appears to have been 1¥ inches, giving a sectional area of 66 square inches. Adjacent columns were braced together with horizontal bars and diagonals, and there Entered at the Post Office, New York, as Second-Class Matter. 82.50 a Year, Including Postage. Stngle Copies, Len Cents. diameter. Each foundation plate carried a base about 22% inches high, the base being stiffened by eight radial ribs, four of which were bossed to allow of the passage through ; them of the 13-inch bolts securing the were also cross sets of bars, making alto- | foundation plate to the masonry, while in gether eight planes of bracing. The diagon als between two adjacent columns were of the case of two others provision was made for the attachment of the bracing. On top flat iron, single, 4% by }4 inches, with cot-| of the brickwork’ of the foundation four tered fish plates on their lower ends, and | courses of heavy stone coping were laid, and attached to the cast-iron columns close to | to these the foundation plates of the columns the flanges by one 1%-inch bolt in a hole 134 | .—Plan of Pier Masonry. Fig. 6.—June- Fig. 7.—Section of Column Joints. THE LARGE PIERS OF THE FALLEN TAY BRIDGE. The horizontal double bars were of pairs of channel irons 6% by 2% inches by % inch, placed back to back 2% inches apart. In addition to these there were horizontal round bars placed diagonally between the four 15-inch columns, | which, according to Engineering, appear to have been an afterthought, and were an at- tachment which was at least not very well planned. Each column springs from a foundation plate bolted to the masonry, and to which the column itself was fastened by eight bolts, which for the 15-inch columns were 1% inches in diameter. In the case of \the 18-inch outer cvulumns the foundation plates were 4 feet square, while for the 15- girders which have fallen into the stream, | erected a pier composed of six cast-iron col-| The columns were filled with Portland ce-| inch columns they were 3 feet 10 inches in were bolted. It appears that an examination of the wreck shows, in some cases at least, that the bolts securing the foundation plates passed through the top course only, while the dowel bolts, holding together the various layers of stones, tied only the two uppermost layers, so that there was no connection between these and the first and second courses below them beyond that given by the cement. Such are the brief details of the structure, which, in connection with the data gathered by an examination of the wreck, to be given further on, will enable our readers to form as accurate an opinion in regard to the dis- aster as present information will permit. The precise nature of its failure cannot, we believe, be yet traced, as many details, no- tably those in regard to the quality of the material used and the exact position of the train and the girders, together with the shape of the wreck of the latter, are not yet clearly revealed. The Tay Bridge crosses the Frith in a direction almost due north and south, and it may be well to state that it serves as a connection between Dundee, situated on the north side of the Tay, and Edinburgh, which lies 35 miles to the south of the former city. The Tay Bridge was not, as many have ap- peared to believe, a link between Scotland and England, but afforded uninterrupted connection between Edinburgh and the north of Scotland, having superseded the ferry used until its completion between Broughty Ferry and Ferry Port, some miles east of the present site of the Tay Bridge. The train which was precipitated into the river on the 28th of December last had left Edinburgh on its way north at 4.15 p. m. It consisted of an engine and one first class, one second-class and four third-class carriages and the brake van, and was pre- cipitated into the Tay, together with the thirteen large spans forming the center por- tion of the bridge. Present developments leave no doubt that the structure did not succumb in consequence of a derailment of the train, but because the bridge was too weak to withstand the pressure of a high wind upon it and the train moving on it at the time. We may mention, in this connection, that a passenger on the train which had been the last to pass the bridge in safety, testified that he experienced a strange feeling of os cillation, which goes to show that even then the bridge was in danger, and that possibly it may have been weakened by the fracture of some portions even at that time. It ap- pears from the record kept by Prof. Grant at the University of Glasgow, that at the latter city the storm reached a velocity of 72 miles at or about the time when the dis- aster occurred, and the inference is that the storm blowing at Dundee had at least at- tained that velocity. Its direction was W. S. W., and therefore struck the bridge almost broadside. The death of every per- son on the train, and the lack of facts in the possession of those who saw the ‘*shower of sparks,” reduce the account of the accident to little more than noth- ing. On the days following the disaster parties of divers attempted to examine the wreck, but as their working hours were lim- ited to the short period between two tides, and as the muddy nature of the water left them in utter darkness, the result of their groping is unsatisfactory. Their evidence is conflicting on many important points, and their explorations have not yet been suffi ciently complete to enable a clear picture to be drawn of the present location and condi- tion of the fallen structure. They have, however, succeeded in finding a portion of the train. The engine lies about so feet south of the fifth broken pier, counting from the south, a method of designating the va- rious fallen piers which, we may add, is gen- erally accepted in this case, and which we will follow in the following particulars. It is believed that the position of the three cars behind the engine is approximately known, while little more than traces of the others and the brake van have been found. How far east of the center line they lie is not known, but present developments plainly prove that the bridge collapsed after the train had safely passed three piers, had par- tially gone by the fourth, and was approach- ing the fifth. It is a very significant fact that at this fifth pier was the junction of two groups of girders, and we shall have occasion in the following to refer again to this subject. We may now pause to consider the condi- tion of the wreck of the piers, an admirable description of which was published in a recent issue of Engineering. There seems to have been no connection between the portion of the bridge carried away and that standing except the rails and a gas pipe hand-rail, The ends of the large gird- ers rested on a kind of sheif on the ends of the shore span girders, and the former ap- pears to have slipped off, partially injuring the shelf in falling. The guard rails at this north end project g feet, the end being curved toward the east, and a similar fact was noted at the south end. From the damage done to the standing pier at the oe eR 2s. re 8 OO be mt Oe -_- is mat , Hn — ~ = -—- : ees er eee ow =r — “ | NE Oe ager tee 3 vs a Po me r THE IRON AGE. PActals. The Plume & Atwood Mfg. Company, SHEET and ROLL BRASS and WIRE, German Silver and Gilding Metal, Copper Rivets and Burs, Kerosene Burners, Lamp Trimmings, &C. | gies 80 Chambers Street, New York. 13 Federal Street, Boston. 109 Lake Street, Chicago. Factories, setae, ANSONIA BRASS & COPPER CO., No. 19 Cliff Street, Phelps Building, NEW YORK. MANUFACTURERS OF BRASS AND COPPER Waterbury Brass Co, CAPITAL, - - $400,000. IN Sheets, Bolts, Rods, Wire, &c, Sheet, Roll and Platers’ Brass, CERMAN SILVER, Seamless wrRnne &. Vegper Copper, Brass and German Silver Wire; Tubing. BRASS AND COPPER TUBING, Ansonia Corrugated Stove Platforms.) CQPPER RIVETS & BURS, PURE COPPER WIRE BRASS KETTLES, For Electrical Purposes, Bare and Covered.| Door Rail, Brass Tags, Phosphor Bronze Rods for Pumps, &c. PERCUSSION CAPS, POWDER FLASES, ANSONIA * REFINED Metallic Eyelets, Shot Pouches, Tape Measures, &c. ___ INGOT COPPER. And small Brass Wares of every Description. sdenapisintapematmmingiepeainpaan Cartridge Metal in Sheets or Shells a Specialty. Sole Agents for the PHELPS, DODGE & C0, Capewell Mfg. Co.’s Line of Sport- ing Goods and Wood’s Paper Shot Shells. FA ctals. PHILIP L. MOEN, a vee Rolling Mill, | THOMASTON, Ct.| WATERBURY, Ct. Bridgeport Brass Co,, MANUFACTURERS OF IMPORTERS OF se coene BS nne room re an nne TIN PLATE, 296 Broadway, New York, wateReuRY,|SHeet and Roll Brass, =| Stanstead hed ROOFING PLATE, | !89 Eddy St., Providence, R, I. Conn. Brass & Copper Wire & Tubing, Btrsightened and Cut to any length. German Silver Metal and Wire, Copper and Iron Rivets. OILERS and CUSPADORES, { LAMPS and TRIMMINGS, LANTERNS and TRIMMINGS, | KEROSENE BURNERS, Clocks & Fly Fan Movements. | PLUMBERS’ MATERIALS. Particular attention paid to cutting out Blanks and manufacturing Metal Goods. MANUFACTORY, Bridgeport, Conn. Harrison Wire Company, ST. LOUIS, MO. i ¢— BROWN'S PATENT PICTURE HOOK. Warranted to hold 100 Ibs. Manufactured only by Manhattan Brass Co., ist Ave., 27th to 28th St., New York. Solid brass, price, $4 per gross, less 25 % discount. THE NEW HAVEN COPPER C0., Sheet Iron, Copper, Pig Tin, Wire, Zinc, &c. MANUFACTURERS OF COPPER AND BRASS. CLIFF STREET, NEW YORK. SCOVILL MFC CO BRASS, HINCES, WIRE, CERMAN SILVER. PHOTOGRAPHIC GOODS. BUTTONS, CLOTH AND METAL. —_—_—~——_—__ DEPOTS, FACTORIES, WAREHOUSE, 19 Murray St., N. ¥. Taos. W. Fircu, Cuas. Frise, Prest. and Treas. Secretary. MANUFACTURERS OF All kinds of IRON & STEEL WIRE 419 & 421 Broome St., N, Y. Waterbury, Conn. New York. 177 Devonshire St., Boston. Slew tienen, Cone 255 Pearl Street, New York City. Manufacturers of and Dealers in a 183 Lake St Chicago. DICKERSON, VAN DUSEN & CO, Braziers’ & Sheathing| wire mi specialties. Tin, Sh COPPER. Holmes, Booth & Haydens, Tin Plate, Pig Tin, Sheet Iron, Cooper, Wire, Zinc, Ete. Kettle Bottoms, Bolts, Circles, Rivets, phic la Ingot Copper, Spelter, Solder, &c. a ee 29 & $1 Clif St., cor. Fulton, Saw Weme. 49 Chambers St, 18 Federal St, DICKERSON & CO., Liverpool. Established 1837. Incorporated 1876. 2 ceke all Kinds of Si WORKS | rass, LOpper & German onver ar WATERBURY MFC. CO.,| 728s. bopper & German oer, Le WATERBURY, CONN. BRASS & COPPER WIRE, na Brass and Plated Safety Chains, Bath and Basin Chains, Brass Nuts and Washers, Special Brass Work. Correspondence invited. Tubing, Copper Rivets & Burs. BRASS & IRON JACK CHAIN, DOOR RAIL. German Silver Spoons, SILVER PLATED FORKS & SPOONS, Kerosene Burners, &c. JOHN DAVOL. & SONS, Brass and Iron Jack Chains, Silvered, Nickeled and Gilt Chains, Chisel Handle Ferrules, Brass Machine Screws, N. & GC. TAYLOR CO., | smpuinmufacturers, Philadelphia. asoeae and Retail, ESTABLISHED 1810. in all kinds of TIN PLATES. A specialty for sizes used in the manufacture of | IN, & G. TAYLOR Co. n Cans, &c. wh Cotto ’ ~ Send for « our spe cial prices and list of sizes. _ ory Solder & Old Metals, John Street, N. ¥. PASSAIC ZINC CO. Manufacturers of Pure Spelter FOR Cartridge Brass, Gas Fixtures, Bronzes AND ALL FINE WORK. Also for Galvanizers & Brass Founders. MANNING & SQUIER, Gen'l Agents 113 Liberty | Street, N.Y. ABRAM 8. HEWITT, President. JAMES HALL, Treasurer, WM. HEWITT, Vice President. E. HANSON, Secretary. TRENTON IRON COMPANY, (INCORPORATED 1847), TRENTON, NEW JERSEY, MANUFACTURERS OF [RON and STEEL WIRE OF ALL CRADES, BRIGHT, ANNEALED, COPPERED, TINNED AND GALVANIZED; Iron and Steel Wire Rods; EXTRA QUALITIES OF BAR IRON AND RODS. Best Qualities of Gun-Screw and Charcoal tron Wire} Geo. W. Prentiss & Co., HOLYOKE, MASS., WIRE RODS of all Cree NT a CS aio nds, a aneat gan ar D. nnealed Fence and Grape Wire in long lengths ; Coppered Pail-Bail Wire and Chain Wire. Wire for the weanuinctere of Cai rd Clothing, Heddles, Ree 3 &e oe -piated Wire of all sizes. - any is mae of Clock, Machinery, Gun Screw and WORCESTER, MASS. en 2 ae = No. 1, Star R. R. Lantern. ROEBLINC’S is Wes 117 Liberty Street THE JOHN A. ROEBLING’S SONS CO,, WIRE ROPE lron, Steel and Copper Hotsting satan ot an| Market Wire, kinds, for Ferries, Stays, Ship Rigging, Sash Cords, Lightning Rods, &c., &c. y mak size Milk Cans -: M Sheet Lead. : Sheet biter, Ingot Copper, Spelter, Lead, Tin, ection 1p Drills. Maret bite WAREHOUSE, 21 CLIFF STREET, NEW YORK. January 29, 1880, CH ive, ete. CHAS. F. WASHBURN, Established 1831, U | President & “aan &, MOEN M A NUE, ACT.” & Sec'y DP Fier a et - — E ~ — ——<—=— == ACTUBERS OF ron and : Steel Wire, PATENT STEEL BARB FENCING, Patent Steel Wire Bale Ties. Round Iron pad ualit aie. to }¢ In., cut to any length. CONTIN OLLI mit. y lengt Owners and exclu xe producing Iron and Steel WIRE, in om a Gale Sad hele egrap aph, Wire, Market and Stone Wire, ; Rope, Bridge, Bolt, Screw, Rivet, Buckle Piano-s' -string Covering Wire selected stamps of Norway Iron, Wire, an ar purpose a, os e of Wire furnished, anaes el Cring Polished, » Vow ered, giventeed or Tin Plated. Wire furnished, cont Linen finish. paryaied s Wire kept in stock, all «: = Music St. Louis Office, 717 North 2d Stree NATIONAL WIRE & LANTERN WORKS, Warehouse, 45 Fulton St., N. Y. ayer WV Ae & MORSE, Manufacturers of ore and Spark > Iron Wire Bolting Lanterns, Signal Lanterns, k and Office Railing, Rid ry rome e ae e. rse al Wire F Locomotive Spark Wire Cloth Cloth, Ship and Railroad Lights, Conductors? Adjustable Globe Hand Lantern. Des dies, Coal and Sand Screens, Nu Guards. Ornament Star Fire Department Lantern. Extra Heavy. New York Office Warehouse MANUFACTURERS OF Tron and Steel WIRE Market Wire, Fence Wire Bridge Wire, Chain Wire, Buckle Wire, Spring Wire, Rivet Wire, &c., &c. GALVANIZED Telegraph Wire, Vineyard Wire. CALVANIZED WIRE CLOTHES LINES. IRON AND STEEL WIRE ROPE For Hoisting, Running & Standing Ropes, Ferries, &. CONSTANTLY KEPT ON HAND. Address, HAZARD MFG. CO., Wilkesharre, Luzerne Co., Pa. FELTEN & GUILLEAUME, Carlswerk, near Cologne, Germany. PATENT CRUCIBLE STEEL WIRE, For Mining and Plow Ropes, Hawsers and Bridge Cables. SIEMENS-MARTIN AND BESSEMER STEEL WIRE, Flusseisen, Swedish and German Charcoal Wire. GALVANIZED TELEGRAPH WIRE - emer Steel Wire MANUFACTURERS OF Crucible, Siemens Martin and ess L h : of Charcoal and Swedish Iron and Steel, also with high conductivity, and in long lengths. Wire Straightened and Cut to Lengths. CALVANIZED STEEL iRE vv ’ Represented in New York by © OOoPEs, HEW TT & CO., 39 Dering =p. For Plain, Barb and Strand Fencing, 3, “one 7ahy rend, Sapien, &c. Annealed and Oiled Fencing ov: BRODERICK & BASCOM, MANUFACTURERS OF tinent, aH yl B ht fe ered Anuanian an right, va. th GUN SCREW WI Of all mazes m raightoned and cat to order See page 30. TROY, TELEGRAPH Contractors to the German and Foreign governments. The « mae house in the branch on the Con ‘Relegraph Address, CAKLS VW ERK, COLOGNE, Manufacturer of WiRE, N. Y. WIRE ROPE OF EVERY DESCRIPTION. CABLES. “CRAY ENAMEL WARE. J. WOOL GRISWOLD, W. T. WELLS, — on ont ss r FOXELL, JONES & CO., is yared to supply the wholesale trade only with P fain’ G ee ound, frame led and Tinned HOLLOW WARE. | Gray Ename! Maslin Kettles and Stove Ware clalty. This is the most durable ena: nel in the ma arket l We Y. e and Warehouse, 78 Beekman St., N. Ma nufac nies, &¢ Screens, Settees, RO Bras per ( COP I I. ScHor? The § SO Stereot mpo ers Lead, Sp ] Street, bd Ss. P. O. Bo Mant Hardw Kerose uJ . me Fe. § Deal Tin PI Nel rl _ Ki on Des nly |= spe ket a January 29, 1880, CARY & MOEN, ! | | Manufacturers of | STEEL WIRE forall purposes and STEEL SPRINCS of every description. LL B \ iO) 0, LINDEMANN & CO, we & Patentees and Sole Manufacturers of Spring Brackets for Bird Cages, And manufacturers of the largest variety of Japanned, Brass and Vin-Plated Bird Cages in this Country. AY py) oy YAIASASS SISAL SIP CAEL ELLLLALELEAALLLLAL LED Cf, Catalogues furnished to the trade. 254 Pearl Street, New York. | | Market Steel Wire, Crinoline Wire, tempered and covered, Also Patent Tempered Steel Furniture Springs, constantly on hand. 234, 226 and 238 West 29th Street, - - - - - NEW YORK, “Standard” Mortise Knob Locks NEW STYLE OF KEY NOW READY. Sample keys on application. For prices, &c., == see page 114, Large Catalogue No. 6. 1 Hi i ih HN mn MADE ONLY BY THE San n a we YALE LOCK MFC. CO., f Office and Works, STAMFORD, CONN. L SALESROOMS, 93 Chambers St, New York, 36 Pearl St., Boston, = 906 Commerce St, Philadelphia, No, 1620, List price, per dozen, $15, eeeeeeeeee eee e eee rece ee eee WIRE RAILING | MONITOR TIN PLATE WORKS, AND 54 Cliff Street, New Yor ix Orna e1 tal Wire Works. | Manufacturers of 7 DUPUR & CO», LARGE TINNED SHEETS for DAIRY and OTHER PURPOSES, COTTON CANS No. 36 North Howard St., Baltimore. | , Manufacture WIRE RAILING for Cemeteries, Balco- and all special sizes, shapes, gauges and qualities, from ro to 40 inches wide, 10 to 96 inches long. Guaranteed Equal in Every Respect to Best Imported. nies, &c.; Sieves, Fenders, Cages, Sand and Coal CONDIT, WICK & CO., a ell J Screens, Woven Wire, lron Bedsteads, Chairs, Settees, &c. ROME IRON WORKS, | Manufacturers of Brass, Gilding Metal, Cop- [fON Manufacturers and Merchants. per and German Silver | Wholesale Dealers in Sheet, Tank and Plate Iron, Nails, Glass, Horse Shoes, Horse Nails, and other articles of HEAVY HARDWARE, CLEVELAND, OHIO. (In Sheets, Rods, Tubing or Wire), | COPPER & BRASS RIVETS | AND BURS. | Rome, New York. I. ScHoENBERG, Pres. S. Buowonem, See'y. | THE STAR SALT CASTER CO., | iy The Schoenberg Metal Mfg. Co., Office, No oe ne oy BOSTON, 9! BROWN & BROTHERS. Manufacturers o Manufacturers of and Dealers in SOTDE R TYPE Specialties in House Furnishing Hardware. 81 Chambers St., N. Y, PATENT EXTENSION DOOR KNOBS Stereotype, Electrotype and Babbitt Metals, ’ , (Pat. Jan. 29, 1878) Importers of Block Tin, Antimony, &c Refiners of . ; Lead, Spelter, &c. Highest price paid for Old Metals manufactured in id all kinds of Dross. $511 and 513 East 19th every variety of style. Silver-Glass, PER AND | j Street, between Avenues A & B, New York. . 4 TEC Silver Center, Fine S. LL. SAMUEL. Cut, &c. Fitted with | . \\ mountings. Extend GERMAN SILVER from 1 to 3 inches, | J \ They can be adjust- | 19 Sheets, Rolls, Rods, Wire, Tubing, P ), B xX 1300, 57 Cedar St., N. ¥, heavy silver plated Manufacturers’ EXPORT Agent for ed to doors of any thickness without | Hardware, Brassware, Classware, WOODEN WARE, the annoyance of | ALSO the old-fashioned Kerosene Goods, Burners, Wicks, Oil. washers avd, pine. | Seamless Brass & Copper Tubing. Waterbury, Conn. Manufacturers of (rs Rivets and Burs, Ete, Late Agent for WM. H. SaMugL & Co Orders sent direct will save the purchaser all inte! Our “ Patent Cham- ber’’ (Pat. Nov. 6,| 1ediate profits, > yA LD eae Se , 1877), prevents all! PATENTED SEAMLESS BRASS AND COPPER poo ity of the HOUSE BOILERS, warranted to stand 200 Ibs —— of the glass | pressure and guaranteed against vacuum 2ULDS. i > ° A trial will make | > AIM pre ; : plain their merits. PATENTED SPRING TEMPERED SHANK, Send for illustrated | SILVER-PLATED, FLAT TABLE WARE, in rich _— lists and circu- | designs, ’ THE STAR SALT CASTER CO., Boston, Mass.’ GERMAN SILVER SPOONS AND FORKS. | R. SELLEW & CO. Dealer in METALS, Tin Plate, Sheet Iron, Copper, &¢. SAINT T.OTTTS. THE IRON AGE. | ing that this pier failed at some hight above | rection to that in which the chief mass fell. | Pier No. 5 is of much interest, as above was {another pier upon which a juncture took | tached to the column base, while all the other | stones are stillin place. This is more pro- | nounced yet in the case of No. 9, where the |that the girders should have been canted | over on their piers and in falling have de- | stroyed the latter ; and (4) that the failure | piers first giving way and the superstruc- | dence points to the latter as the probable | mode in which the structure failed, and we | shall therefore, following Engineering, briefly | point out the three principal ways in which |those connected with the building of the bracing was that portion of the structure which first yielded to the strain, all but one of those in tension, by reason of the wind pressure from the west, being detached be tween the two 15-inch columns on the north face by the breaking of the cast-iron snugs | to which their lower ends were attached. The fact that those between two adjacent 15-inch pillars were strained most, proves clearly that the two groups of three on each side of the center line were strained in a different manner during the overturning of the structure. The three columns lying to the east of the center line, on the lee side, were cracked and broken at the lower flange, and the direcfion of the cracks abundantly shows the working of the columns. The west column onthe windward side has not cracked, but the stones to which the base is bolted have been moving. The condition of the piers which carried the fal len spans is highly suggestive, but we are unable to follow our contemporary in its ac curate description of each, and will confine ourselves to giving the details of some of the more important ones of the series. We may state that in general only a few stumps of the columns remain, and that everything | points to the strong movement of the bridge to the eastern lee side. Pier No. 4, count ing from the south, upon which, it will be re- membered, at least a portion of the train was when it fell, is all right as regards the foundation plates, but it makes an excep tion, as portions of the six columns hang over to the west or windward side, thus indicat the masonry, the lower lengths of the col umns being pushed over in the opposite di the juncture of two groups of ——, and it is significant that this, as well as No. 9, place, is exceptionally injured. While in most of the piers the stonework and the foundation plates are still in place, the two stones are moved that were at the west or windward corner, being lifted and still at- western and southwestern columns are lying canted over, with their bases and two up- per courses of stones attached, so that the latter lie on their edges. The stonework of No. 11 pier has also suffered very considera- ble damage, the entire foundation plates of the western and the two southwestern col umns, together with the two upper courses of stone, having disappeared entirely. The facts just presented throw sufficient light on the subject to make the choice be tween the various modes of failure sug- gested an easy matter. These are (1) that the train should have been partially over- turned or caused to leave the rails by the force of the wind, and that in so doing it should have so injured the lee girder as to cause the destruction of the bridge ; (2) that the girders should have failed laterally; (3) should have been due to the insufficient re sistance of the piers to lateral strain, the ture then going over bodily. All the evi a pier constructed as those of the Tay Bridge could fail under lateral pressure. These are (1) that it should turn over bodily on the base of one of the outer columns ; (2) that the outer column on the lee side should yield by bending or crushing, thus enabling the pier to turn over on the bases of the adjoining pair of columns, and (3) that the bracings should fail, thus allowing the pier to turn on the bases of all the columns. These three modes of failure might of course be also partially combined, or the columns, instead of giving way at their bases, might fail at some point above that level. Engineering calculates that, depending solely upon the weight resting on the pieces in order to se cure stability of the structure, then 33 lbs. of wind pressure per square foot would suffice to upset the bridge, taking the weight of the columns and bracing at 90 tons, that of a pair of girders at 190 tons, and that of the engine and such portion of the train as could be carried on the length of one span at 120 tons. Assuming that each of the columns was so bolted down that it could not be lifted without carrying with it 5 tons of stonework, then the wind pressure re- quired to overbalance the stability would be 35 lbs. per square foot. The compressive strain upon the lee columns, assuming the second to be the mode of failure, and taking into account the masonry fastenings, would be 2.39 per square inch of each of the three columns, while they would probably give way under any wind pressure exceeding 23.5 pounds per square foot. In the most favorable case, therefore, 35.5 lbs. per square foot would overturn the bridge, and, as it did not succumb in the way assumed in reaching that figure, there is little doubt that the pressure must have been less. We know, from an examination of the wreck, that there is evidence of at least a partial failure of the bracing, but it is impossible to ascertain, in the absence of figures on the subject, just at what pressure it was liable to give way. The maximum which it was | able to resist was 35 lbs., and it may be of | interest to note what were the estimates of bridge. In 1872 Mr. Edgar Gilkes, in a paper read before the Cleveland Institution of Engineers, made the following state- ment : ‘A consideration of the action of the} wind on this bridge will dissipate the often advanced theory that at some period it will be blown over. The exposed surface of one | large pier is about 800 square feet, and of | the superstructure which depends upon it, | about 800 more, and so giving 800 feet for a | train above, we have 2400 feet; 21 pounds per square foot is the force of a very strong gale, but it would take no less than 96 pounds per square foot on the surface given | to overturn the pier. Even the most severe hurricane on record would equal only one half this resistant power.” It will be no- ticed that in these remarks Mr. Gilkes takes the area exposed by the superstructure of one span as that due to one girder only, but it is at least uncertain to what extent the girder on the lee side of such a bridge can be considered as shielded by that to wind- ward. With a perfectly horizontal wind | blowing at right angles to the bridge, the shielding effect of the windward girder might be considerable, while, on the other hand. with a wind inclined to the horizontal, its protective effect might be practically nil. This is a point on which further information is wanted. We may also point out that the train which was traversing the bridge when it failed last Sunday exposed considerably over the 800 square feet of surface assumed by Mr. Gilkes. Such an engine and tender as that on the train would expose about 370 | square feet of side surface, while the sur- face exposed by each carriage would be fully 150 square feet, or 1260 square feet for the seven vehicles, making a total for the train, including the engine, of 1630 square feet. This is more than double the amount as- sumed in Mr. Gilkes’ paper. We may add that in the calculations lead- ing to the results quoted above, Engineering assumes 400 square feet, or one-half, as the exposed surface of the lee girders, and 1600 square feet as that of the train. Using Weisbach’s formula— T = 0.002252 v* lbs., we find the pressure corresponding to a ve locity (v feet per second) of 72 miles to be 24.6 Ibs. per square foot. But, as the Engineer points out in a thoughtful article on the subject, the overthrowing effect of a gust of wind upon a structure depends much upon whether the oscillations caused by for- mer more or less rhythmical gusts coincide or not with those oscillations. It is not the statical pressure which proves disastrous to such elastic structures, but the active dy- namic pressure, made up of the maximtm impact of the wind, together with the great est moment of oscillation of the structure itself. These involve problems which have not as yet been approached, and the fall of the Tay Bridge is a frightful warning of how disastrous reliance upon simple rule of thumb may be. That the structure was ex- ceptionally weak in this respect does not m any way impair the value of the lesson it teaches. I Are Telephones Telegraphs? A dispatch from London, under date of January 21, says: In the Exchequer Division of the High Court of Justice yesterday, application was made by the Attorney-General, on the part of the Post Office, for an ad interim injunc- tion to restrain the Telephone Company and the Edison Telephone Company from dis- charging the functions for which they were called into existence. After some discussion, it was arranged that an injunction should not be taken, but that the defendant com- panies were to keep certain accounts until the hearing and final decision of the case. The argument on behalf of the Post Office is that telephones are telegraphs within the meaning of the act by which the latter in- ventions were committed to the charge of the Post Office Department, and the Attor- ney-General represented it to be a serious grievance that the government, after spend ing millions on telegraphs, now found their monopoly interfered with by telephones, which, he submitted, were practically the same invention. The government had, therefore, he said, begun these proceedings by information in the Court of Exchequer. It is reported, although this part of the question was not mentioned during the hearing, that they hope to be able to com- pel the telephone companies to take out licenses from the Postmaster-Generdi, and pay royalties for doing so. The Times has an editorial on this subject, which concludes as follows: ‘‘ The proposal to obstruct the development of the invention is one it would be impossible to defend, The fiscal argu- ment is simply irrelevant. If the nation made a bad bargain in forgetfulness of the admitted commercial principle that few patents are worth more than three years’ purchase of the receipts arising from them, the nation must bear the loss, however great it may be. It will not be diminished other- wise than apparently, by restricting the use of telephones. If any such restriction is sanctioned by the courts, it can scarcely fail to be removed by the direct intervention of the legislature. A tax upon telephones would be practically a tax upon knowledge. Any such imposts belong to the past rather than to the present or future.” - mc —- The Pine Grove Furnace, in Cumberland County, Pa., will shortly change from char- coal to anthracite, on which fuel it will have to run for several months, until a fresh supply of charcoal can be had, Our readers will remember the interesting experiments which were made at this furnace last year in changing fuels, an account of which, care fully prepared by Mr. John Birkinbine, the general manager of the company, was pub- lished in The Iron Age. At that time the furnace was changed from charcoal to coke and then to anthracite. The record of its working during these changes threw much light upon many subjects of great and immediate interest to iron makers, and we are sure that additional data of value will be furnighed by a study of the results attending the change about to be made. a The World’s Fair now in progress at Syd- ney‘is a copy on a small scale of the great European exhibitions and of our Centennial There are daily concerts in the Main Build: ing, scientific congresses and temporay dis plays of flowers, fruit and live stock. Peo ple complan of high prices and poor accom- modations, and the heat is reported to be as oppressive as it was in Philadelphia during the scorching summer of 1876. The Amer- ican display is scanty and unsatisfactory—a tale we have grown accustomed to hearing from all foreign exhibitions. The greatest number of visitors thus far in a single day was 10,000, and the average is about 6000. The exhibition lasts all winter, or rather all summer, for in Australia the calender is re- versed, and December, January and Febru ary are the warm months, and the fall begins in the spring, ert Be ee ~ S.-i Pw ened aa THE IRON AGE. January 29, 1880. ‘ Rron, xron. | Xvon. Xvon. XvON. : “NEW YOKK. NEW YORK. | __ss—s—sssCNEW YORE. PITTSBURGH. ____ PITTSBURGH., OGDEN & WALLACE, Successors to GAM’. G. SMITH & CU., TRON & STEEL, 85 $7, 89 & 91 ELM ST., N. ¥. COMIMON AND REFINED BAR IRON. SHEET AND PLATE IRON, HOOP, BAND AND SCROLL IRON, | Rod and Horse Shoe Iron, Angle and T Iron, Swedes and Nerway Iron, Norway Nail Rods. | Iron of all sizes and shapes made to order. ~ PIERSON & CO, Established 1790, 24 & 26 Broadway, 77 & 79 New St. NEW YORK CITY, Ulster Iron. All Sizes and Shapes kept in Stock, | ABEEL BROTHERS, Established 1765 by ABEL & BYVANCK, lron woke 190 South Street and 365 Water, N, Y. ULSTERIRON #& A fall assortment of all sizes constantly on hand, Refined Iron, Horse-Shoe Iron, Common Iron. Band, Hoop and Scroll fron. Sheet Irea. Norway Nall Rods. Norway Shares. Cast, Spring and Tire Steel, ete. A. R. Whitney, Manufacturer of and Dealer in IRON, 56, 58 & 60 Hudson, 48, 50 & 52 Thomas, and NEW YORK 12, 14416 Worth 8 our mee va i Manufacturing Iron Used in the Con- struction of Fire-Proof Buildings, Bridges, &c. Plans and estimates furmshed, and contracts made for erecting Iron Structures of every description. Books containing cuts of all Iron made sent on ap- plication by mail. eces at office. pe address opr 58 Mudson Street. “BORDEN & LOVELL, Commission Merchants 0. W.: 70 & 7| West St., | —- New York. Agents for the sale of Fall River lron Co.’s Nails, Bands, Hoops & Rods. AND Borden Mining Company’s Cumberland Coals. WILLIAM H. WALLACE & CO., IRON MERCHANTS Cor. Albany & Washington Sts., NEW YORK CITY. Wm, Cordon, | L. N. Lovell, Wu. H. Wallace. Wa. BisrHaM. DANIE: F. COONEY, | Late of and Successor to Jas. H. Holdane & Ce.) SS Washington St., N. Y¥. | IRON MERCHANTS, BOILER PLATE, Boller and Tank Rivets. Sole Agents for the celebrated “Eureka,” © “Wawasset,” Lukens, iron. Fire Box Iron a specialty. Manufacturers of the best grade of - |Bar Iron, Bands and Fine Hoops. senate ener ut ails | quality of Iron branded J.G. All pudd + CARPENTER, our Agent, at 59 Joh Streets New Yo <4 90 Beekman 8t., New York City, MANUFACTURER AND DEALER, Ist and 2d Qualities. Galvanized Wire, Tel e so and Bana Iron, Galvan and Bar Iron, nized Nails, Galvanized "Shain yt Iron “CORRUGATED SHEET IRON For Roofing, &c., Galvanized, Plain or Painted. Best Charcoal, Best Refined and Common SHEET IRON. Plate and Tank Iron, C No. 1,C H No. 1, C A _No. 1 Flange, Best Flange, Best Flange e Fire Box, Circles. BOILER IRON Stamped and Guaranteed. a Gesniene of Iron Work Galvanized or er Price list and quotations sent upof application. JAMES WILLIAMSON & CO., SCOTCH AND AMERICAN PIG IRON, No. 69 Wall St., New New York. ULSTER IRON WORKS, | 8ur¢e" Iron Works, H. Burden & Sons, 90 Broadway, New York. Tuckerman, Mulligan &Co 0. W. GRAVES & CO., METAL BROKERS, Cor. Cliff and Beekman Sts., New York. | TIN PLATE, PIG TIN, IRON WIRE, SHEET _IRON, BRASS an COPPER cOODS.é=. IIT TER BAR IRON, Passaic Rolling Mill Co.,’ PATERSON, N. J. lron Bridge Builders And Manufacturers of Beams, Channels, Angles, TEES, Merchant Iron, &c., &c. New Work Office, 138 Chambers Street, WATTS COOKE, Presider W. 0. FAYERWEATHER, Treasurer. 13 CARMICHAEL & EMMENS, DEALER IN | BOILER PLATES and SHEET IRON, ‘Iron & Steel Boiler Plate, > WELDED BOILER FLL pie nai Angle & T Iron, Cut Nails & Spee, Lap Welded Boiler Tubes, &c., &c. | ncy for Potts eure trom Cs - . Viaduct Tron Works, 130 & 132 Cedar Street, New York. Lebanon Rolling Mills, Pine Iron Works , Laurel lron Ww orks, The Bergen Re Hing Mills, os Jersey City. geo A, Boynto ony y BROKER IN TRON’ 10 WALL | st, N a. ! | ~~ Houdlette & Eis. Menufacturers of and Dealers in MERCHANT BAR IRON, Homogeneous Steel and iron Boiler Plates. Sheet and Tank Iro " Mallee, Tank and Safe Best Lap-Welde 7a on Boiler Tubes Wrought Iron Girder, Deck, and Channel Beams Angle, T and Grooved Iron Steel anc 1 Ir on Forgings, Bessemer Steel Cut Naus Genuine and Standard Babbitt Metals, Crescent Brand Journal Bearings. 19 to 31 Watterymarch Street, Boston, a l TT NI A TL. es ioe ; Agency of Hot Pressed Nuts, Bolts, Washers, &c. Si ecauas, ss, FULLER BROTHERS & CO., 139 Greenwich Street, New York. N. M. HOGLUND’S SONS & CO., Stockholm. Swedish & Norway lron of a tA Caner tte ym St »n René oe Be wont a GUSTAF LUNDBERG, 33 Kilby st., Borton LBERT POTTS, Philadelphia Agent, 234 & 236 N erént Street, | HUGH Ww. ADAMS, | Agent for Otis’ celebrated Cast Stee! Boiler Plates, The Coatesville Iron Co. and The » Laurel Rolling. Mills. | CORRUGATED AND CRIMPED IRON ROOFING & SIDING, Iron Buildings, Reofe Shutters, eens Seeeeeey Skylights, Brid, gen, & aS Sad el reas ies eer MOSELEY IRON BRIDGE AND ROOF CO, | 5 Dew Street. New York. DEALER IN FOREIGN AND AMERICAN 'RAILWAY, PIG AND SCRAP IRON. | Estimates furnished for all kinds of Iron Work. 56 PINE STREET, | D. L. COBB NEW YORK, A B. Warner & Son, 28 & 29 West and 52 Washington Sts. Boiler Tubes, Angle, Tee & Girder ren, H ARRISON & GILLOON Pennocks, 558, 560, 562 WATER ST., and 802, 804, 306 CHERRY 8T., Brands of Iron. Alsoail descriptions of Plate, Sheet, | and Gasometer Iron. Special attention to Locomotive ROME MERCHANT IRON MILLS, ae pi by bhamm mer eae may be sent to the Mill = MARSHALL LEFFERTS, Galvanized Sheet Iron, ph ent Fences Golvanioes | | Am. & Eng. Ref’d lron,Common lron,&c RWPige Iron, | Railroad, Mining and ae Pi Supplies, | Room. 5. NEW YORK. Glengarnock and Carnbroe For spot delivery and for prompt or forward ~| shipments to New York, Boston, Philadelphia, | Baltimore or New Orleans. John W. Quincy, 98 William Street, New York. Anthracite & Charcoal Pig Irons, Wrought Scrap, Cut Nails, Copper, BLOCK TIN, LEAD, SPELTER, ANTIMONY, NICKEL, &c AG. HATRY, Commission Merchant. Bar, Sheet, Tank, Boiler, Angle, T, and Rallroad Iron, And Railroad Equipment. Nails & Spikes Steel & R, R. Supplies, WINDOW GLASS, GAS PIPE & BORAX. PITTSBURGH, PA. — JUNIATA © IRON AND METAL DEALERS, PATENT Planished Sheet Iron. Patented March 14th, 1865 ; April 8th, 1878 ; Sept. 9th, 1878; Uct. 6th, 1874; Jan. 11, 1876. Guaranteed fully equal in all respects to the IMPORTED RUSSIA IRON, and at a much less price. FOR SALE, by all the principal METAL DEALERS In the Large cities throughout THE UNITED STATES. And at their Office, Il! Water Street, PITTSBURGH, PA. The U. S. Jron_and Tin Plate Co., SNOW SHOES “7. iadeabenss to caer ~~ The only Snow Shoes in the market that abso- BEST REFINED CHARCOAL POLISHED SHEET IRON AND _? prevent all balling and give universal satis Taggers Iron and Bessemer Steel Plate e, Improved Snow Shoe Shapes. in . oe and size to suit the wants ot Sizes, from 10x17 to 20X30 Standard Siz consum Also Best Charcoal Terne Plates in Special Orders solicited, Inquiries promptly answered. | $4x7-16, r1- 16X7-16, 4X7-16, 13- as si %x7-16, Kx 15-16X34, 1X}4, 1 1-16KM, 1 1- oe. Works at Pomanier, ‘aliegheny Co, rio ELY & WILLIAMS, 7 13 John at SHOENBERGER & CO., Pittsburgh, Cc. RANE, Portsmouth tron and Steel Co., IRON and STEEL. Gussampers to ola Mails, Wheels, Axles, Springs, GAYLORD ROLLING MILL Co., Scrap, Turnings, &c., Manufacturers of PIG IRON, BLOOMS AND BAR IRON, Siemens-Martin (Open Hearth) “react” “STEEL BOILER PLATE, PITTSBURGH. C. A. von Bonnhorst. R A. Wilson, Agricultural and Machinery Steel and Steel Tire. R. A. WI! L S 0 N & CO., | Also, Homogeneous Iron Boiler Plate and Rivets, NEW YORK, neve on hand, and offer for sale, the following itch and _ ig_Iro "Wrought ‘Cast and water Sorap Iron, Car-Wheels, Axies and Heavy toon ht ool talao, oid Copper, ‘Compost ition, Brass, OXFORD IRON CO., (B. G. CLARKE, ory) ROADSTER PATTERN. SPIKES. J. 8S. SCRANTON, Sales Agent, 81, 83 and 85 Washington Street, NEW YORK. BURDEN’S HORSE SHOES. “Burden Best” lron PIG IRON, Merchant Bar, Hoop se end Sheet Iron, Wrought BLOOMS AND ORE, 88 Fourth rth ave., cor. Wood . Wood st., Pittsburgh. Boiler Rivets. Office coe w orks : Fe ROT I, OHTO. . C. LEWIS, Pres’t and Gen’! Sup’t. Seb y eat Bonnell, Botsford & Co., + wom. Iron, Nails & Spikes, Keystone Rolling Mil a = Da Williams, Long & McDowell, Nathan M, McDowell, Henry M. Long. Troy, N.Y. ST EGLESTON BROS. & CO., 166 South Street 56 Fouth Street { NEW YORK CITY. B U ke D é N 'S BRADLEY. REIS & CO. Manufacturers of ; -+/Merchant Bar and Skelp Iron NE - ’ | ry B i ee 4S FA. sly ee of Sheets and Plates of a)l sizes, OFFICE, at Works. | Mill at Sono, Secnod Avenue. ZUC & CoO., Pittsburgh, Pa., Manufacturers of Wheeler’s Iron & Steel Combination Shafting, Under license of the Combination Trust Co., Philadelphia. PLATE & SHEET IRON, “8% 87. ater Stree | Pittsburgh, Pa. sn inmiamsr ee All sizes and shapes in stock. Also Best Grades-of B. F. JUDSON, Importer of and Dealer in SCOTCH AND AMERICAN Wrought & Cast Scrap Iron, OLD METALS. 57 & 459 Water St., NEW YORK. $85 4885 & 235 South St., ; W. W.S. MIDDLETON, BROKER AND BUYER OF IRON, This Shafting is superior to any now on the market, and the attention of machinists is particularly called to it and a trial order solicited. Prices furnished on application. sentence, einen canes LEECHBURG IRON WoORKES. KIRKPATRICK, BEALE & CO. Manufacturers ‘of all grades of FINE SHEET TRONS, (Refined, Cold Rolled, Show Card, Stamping, Tea Tray, Polished, Shovel.) TIN AND TERNE PLATES, made with Natural Gas as fuel. OFFICE, No, 116 Water S8t., Pittsburgh, Pa.