The Iron Age 1899-10-19: Vol 64 Iss 16

THE A Review of the Hardware, Iron, Machinery a, Published every Thursday Morning by David Williams Co., 232-: 420048 IRON=-AGE Oo @& UOPUrLTsY SS S.. oyngtysuy * ao | f URTUOSTFILUGS -w York. Yol. LXIV: No. 16. New teading Matter Contents.........page 46 Classified List of Advertisers... .. s 12 \lphabetical Index to Advertisers ‘‘ Advertising and Subscription Rates ‘‘ 134 57 $4.50 a Year, including Postage Single Copies, Ten Cents York, Thursday, October 19, 1899. a Dynamo St. Louis, Mo. THO Wow York. Boston. Republic Iron & Steel in. CHICAGO. MANU FACTURERS lron Angle Bars. DISTRICT SALES OFFICES: suffalo, N. Y. New York City. Cleveland, O. St. Louis, Mo. Cincinnati, O. Birmingham, Ala. THE BRISTOL COMPANY, Waterbury, Conn. Bristol’s Recording Instruments, For Pressure, Temperature and Electricity. All Ranges, Low Prices and Guar- anteed. Send for Circulars. SAMSON SPOT CORD Also Massachusetts and Phenix Brands of Sash Cord. SAMSON CORDAGE WORKS, - Boston, Mass, TURNBUCK LES. BRANCH OFFICE: Cleveland City Forge and Iron Co., 11 Broadway, New York. - Cleveland, O. TURN BUCHLES. ee ee FORGINGS. Brooklyn, E. D., N.Y, PILLING & CRANE, tewis'sioctBitisburah Demand pulls harder on galvanized iron than ever before; but our regular cus- tomers don’t even know it. Prompt deliveries just the same, Can’t do it with all, Apollo Iron and Steel Company, Pittsburgh. dd. I. Are an absolute g. Empty Paper Shot Shells € ) Fitted with the celebrated U. M. C. PRIMERS. necessity to sports- men in out of the way localities where loaded shells Bridgeport, Conn. cannot be obtained, and to those who 313 Broadway, New York. 425 larket St., San Francisco. Union Metallic Cartridge Co. 7 CAHALL BOILERS » »« CAPEWELL HORSE NAILS. NEW YORK, PHILADELPHIA, CHICAGO, ST. LOUIS, BOSTON, DETROIT, CINCINNATI, SAN FRANCISCO, PORTLAND. ORE., BUFFALO, BALTIMORE, NEW ORLEANS. THE CAPEWELL HORSE NAIL COPIPANY, HARTFORD, CONN. WE CLAIM THE FOLLOWING MERITS FOR JENKINS BROS.’ VALVES. Manufactured of the best Steam Metal. No regrinding, therefore not constantly wearing out the Seat of the Valves Contain JENKINS DISC, which is suitable for all Pressures of Steam, Oil, an¢ Acids, The Easiest Repaired, and all parts Interchangeable. Every Vaive Tested before leaving the factory. ALL GENUINE stamped with Trade Mark. JENKINS BROTHERS, New York, Philadelphia, Chicago, Boster.. Brass Prices High, So Use Bright “Swedoh” Stamp- ey 118 ing Steel Easily Brass Plated and Save Money. Pt MAGNOLIA METAL have a preference for their own par- ticular load. BRANCHES: Teh sect on oe ra ooh Te = are stamped On the un- der side of each bar. Office Owners and Sole Fisher ding Best Anti-Friction Metal for all Machinery Bearings. Beware ot Imitatiens. Genuine Magnolia Metal is made up in bars of which this is a fac-simile : box and bar, and the words anufactured in United States” and ‘Patented June 3, '%), ** Magnolia Metal we oh selling a, wae. game price it has MAGNOLIA METAL CO., mrners and Sole) 966 & "067 WEST. ST., WEW YORK 2s'carporn 3¢: 2 THE ANSONIA Brass pe ee Co MANUFACTURERS ¢ BRASS AND GOPPER Ingot Copper. LE MANUFACTURER Tobin Bronze PRADE-MARK REGISTEREI R r rn Hexagon Bars, for Pumgs 99 John Street, — C ONN, —MANUFACTURERS OF=— EET:BRAS qs COPPER. S BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES’38 "DIAM. esTth CHICAGO, ILL. ( MEW YORK, ROOM 202 ay he TELEGRAPH ice 8106, 253 BFR =o 4 cme ADELPHIA, ROOM 320 PHILA BAN “BLDG. £2, | CINCINNATI, 0. ROOM 308 NEAVE BLOG. New York. IRON AGE THE Waterbury Brass Co. Sheet, Roll and Platers’ Brass, German Silver, Copper, Brass and Ger- man Silver Wire, Brass and Copper Tubing. COPPER RIVETS AND BURS. PERCUSSION CAPS, TAPE MEASURES, METALLIC EYELETS, Brass Kettles, Brass Tags, Powder Flasks, Shot Pouches, &c., AND SMALL BRASS WARES OF EVERY DESCRIPTION. HICK’S PRIMERS, BERDAN PRIMERS. Cartridge Metal in Sheets or Shells a Specialty. DEPOTS: 60 Centre St., New York. 126 Eddy St., Provi- dence, R. |. 38 Mechanic St., Newark, N. J. MILLS AT WATERBURY, CONN. NEW YACHT COLUMBIA All Her BRONZE CASTINGS are made of our... Ordnance Bronze Bridgeport Deoxidized Bronze & Metal Co., BRIDGEPORT, CONN. Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS, SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET pecs AND f Zin ted Plates Selected Sheets for seat and Card Makers use and Washboard Blanks, cut to for Et Stove rs’ and Lith ee ACID. rder Rolled Battery Plate graphers’ u ZINCS FOR LECLANCHE BATTERY. Swiss Hide Belting HIGHEST GRADE. Runs straight, stretches but little, lasts long. MANUFAC TURED BY MACHINISTS’ SUPPLY CO, tocesre, a HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANU FA‘ Braziecrs’ TURERS OF Bolt and Sheathing COPPER, COPPER WIRE AND Ri VETS. Importers and Dealers in Spelter, Lead, CLIFF ST., NEW YORK. Ingot Copper, Block Tin, 49 Antimony, etc. THE PLUME & ATWooo MF6, Co. MANUFACTURERS OF Sheet and Rolf Brass WIRE PRINTERS’ BRASS, JEWELERS’ METAL; GERM:» SILVER AND GILDING METAL, COPPER RIVE’: AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kero. sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORK, 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO ROLLING MILL : THOMASTON, CONN. FACTORIES : WATERBURY, CONN. SCOVILL MFG. CO., Manufacturers of BRASS SHEET, WIRE, TUBES, Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Bieyeles, Braziers’ Solder, Aluminum. Factories, WATERBURY, CONN. DEPOTS : New York, Boston. Chicago, JOHN DAVOL & SONS, AGENTS FOP. Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York. WILLIAM §. FEARING. 256 Broadway, NEW YORK, SELLS TO THE TRADE Sheet Brass, Fancy Sheet Brass, German Silver, Copper, Brass and German Silver Wire, Brazed and Seamless Brass and Copper Tubes, Brass and Cop- per Rods, Brass Ferrules, Pure Copper Wire, Sheet and Ingot Copper; Spelter, Tin, Antimony, Lead, &c. THE BRIDGEPORT BRASS CO., BRIDGEPORT, CONN. 19 Murray St., New York. 85-87 Pearl St., Boston. 17 N. 7th St., Philadelphis MANUFACTURERS OF Brass {SHEET AND TUBING Copper | WIRE. Lamp Goods of all Kinds, BRASS AND COPPER GOODS In Great Varieties. T “Seen t=—ac FT — we 6 oe -_-—--— oo ¥ WELCH SFC. CO, 68 SUDBURY STREET. aw ‘THE IRON AGE. THurRspDAY, Ocroser 19, 1899, The New York Rapid Transit Tunnel. Contract for Construction and Operation Approved—Bids to be Invited. During the last week Corporation Counsel Joln Whalen approved the contract for the construction and operation of the Rapid Transit Railroad as formulated by the Rapid Transit Commission. At a meeting of the Comniission, held immediately after the approval of the contract, President A. E. Orr of the board laid the con- tract before the commissioners and that bids would be advertised for without delay. In order to facilitate operations the system has been divided into Only the first section will stated four sections. gregating $14,000,000 for construction and equipment, and also a continuing cash bond of $1,000,000. The contract must be for the made operation of the entire system, or construction and tour sections These sections are Section 1. designated as follows rom southern terminus at City Hall to lifty-ninth street; 2, from Fifty-ninth street to section 135th street; section 3, from 135th street to Fort George; section 4, from Fort George to Melrose avenue terminal. The contractor shall construct and fully equip each section separately. Description of Route. The railway to be built commences at a point in Park row near Frankfort Hall Park, street, with a two-track loop under the City Broadway. and Park row to the Fig. 1.—Map. NEW YORK RAPID be built now. This section extends from the City Hall terminus of the route to Fifty-ninth street. This entire section will be underground. There will be required for this portion about 11,660 tons of steel beams, 11,860 tons of riveted steel. 1093 tons of cast iron columns, 5231 feet of iron pipe ranging from 6 to M4 inches diameter, 106, 617 lineal feet of 80-pound steel rails and five pumps. Including the material just mentioned, there will be required for the four sections complete, 22,489 tons of steel beams, 20.466 tons of riveted steel, 7921 tons of cast iron columns, 11,507 feet of iron pipe, 304,801 lineal feet of 80-pound rails, 23,500 tons of steel viaduct, which will be erected in three and four, and eight pumps. There will. of course, be needed a considerable quantity of machinery to be used by the contractor in the erection. The road must be equipped with either electricity or compressed air. This will necessitate the erection of a power generating station. The contractor will be required to furnish bonds ag- sections two, TRANSIT TUNNEL. above mentioned point near Frankfort street, where there commences a four-track line running thence under Centre street, New Elin street, Lafayette place, across Astor place and private property between Astor place or Kighth street and Ninth street to Fourth avenue at Ninth street; thence under Fourth avenue and Park ave- nue to Broadway, and thence under Broadway and the Boulevard to a point at or near Ninety-seventh street, all of which railway shall be known as the Main Line. On the four-track portion above mentioned the inside tracks are to be used by express trains stopping only at comparatively long distances, and the outside tracks by local trains stopping at shorter distances. East Side At a suitable point north of the con- struction of these crossovers the outside tracks will rise Line. so as to permit the inside tracks, on reaching a point near 103d street, to curve to the right, passing under the north bound track under private and to continue lO4th thence across and property to street; thence under oe TE SS —— eres See se = 104th street and Central Park to 110th street near Lenox avenue; thence under Lenox avenue to a point near 142d street; thence across and under private property and the intervening streets to the Harlem River; thence under the Harlem River and across and under private property to 149th street; thence under and along 149th street to Third avenue, to Weschester avenue, where at a con- venient point the tracks will emerge from the tunnel and be carried on a viaduct along and over Westchester avenue, Southern boulevard and Boston road to Bronx Park. West Side Line.—That portion of the railway from the north end of the crossovers at or near Ninety-seventh street to Bronx Park shall be known as the East Side Line. From the northern end of the above mentioned cross- overs, at or near Ninety-sixth street, the outside tracks shall rise, as previously described, and after the over crossing of the inside tracks, they shall be brought to- gether on « location under and as far as possible sym- metrical with the center line of the street and proceed along and under the Boulevard to a point between 122d and 128d streets. at which point the tracks shall com- mence to emerge from the tunnel and be carried on a viaduct along and over the Boulevard to a point between 134th and 135th streets, where they shall again pass into and continue in tunnnel under and along the Boule- vard and Eleventh avenue to a point avout 1350 feet north of the center line of 190th street, where the tracks shall again emerge from the tunnel and be carried on a Viaduct across and over private property to Elwood street, and over and along Elwood street to Kingsbridge road or avenue, private property, the Harlem Ship Canal and Spuyten Duyvil Creek. private property, Riverdale avenue or 230th street, to a terminus near Bailey avenue. ———4— 2 THE IRON AGE. October 19, 1899 accolamodutions for pipes, wires, sewers and other sub- surface structures have been provided within the tun- nel, the tunnel may, in order to provide convenient ac- cess to suci: pipes. wires, sewers and other subsurface structures, have. within the limit of the sides or exterior lines of such cross street or such lines produced, an ad- ditional width on each side of the route not to exceed 15 feet, and the area of additional width on either side not to approach nearer than 12 feet to either side or exterior line of such cross street. Footways between the tracks shall be provided the whole length of the line and ac- Fig. 3.- Longitudinal Section Fig. 2. commodations arranged for the convenience and protec- tion of employees. Hight of Tunnecls.—The roof of the tunnel shall be as near the surface of the street as street conditions and grades will permit. The tunnel shall not be less than 13 feet in hight in the clear. Whenever necessary for the proper support of the street surface, the roof of the tun- nel shall be of iron or steel girders with brick or con- Fig. 2.—Typical Two-Track Section. NEW YORK RAPID TRANSIT TUNNEL. That portion of the line from the north end of the crossovers at or near Ninety-seventh street to the above mentioned terminus shall be termed the West Side Line. Width of Tunnels.—The maximum widths of the tun- nel in the clear shall be as follows: For the route under Park Row and the City Hall Park loop, 38 feet; for the route from at or near the south end of Centre street and to the commencement of New Elm street, 50 feet; for the route from, at or near the com- mencement of New Elm street to Lafayette place, 68 feet; for the route from, at or near the commencement of Lafayette place to the junction at or near 103d street, 50 feet; for the west side route from the junction at or near 103d street to Kingsbridge station, 25 feet, and for the east side route from, at or near the junction at 103d street to Bronx Park, 25 feet, except that, wherever the nature of the streets, necessitates a curve, an addi- tional width of tunnel may be added not exceeding 3 feet for each track, and except that on Fourth avenue, from Thirty-second street to Forty-third street, the per- missible width shall be 65 feet; and for the tunnel be- neath the Harlem River and its approaches, the permis- sible width shall be 35 feet. At each cross street where crete arches supported by iron or steel columns and masonry walls, or the roof shall be a masonry arch. Via- ducts shall be built with a width of 124% feet for each track and with an additional width of 3 feet on each side for outside footways. Viaducts may be built of laetal or masonry, or of both. Open Excavations.—Along the Boulevard there may be openings in the surface of thestreet from the tunnel for the purpose of ventilation and light; such openings shull be guardea by convenient and ornamental inclosures. The openings shall not exceed 20 feet in width and 50 feet in length. No two openings shall be within 50 feet of each other. No opening or part thereof shall be within the limits of, or opposite to, any street inter- secting the Boulevard; and within the distance of any one block on the Boulevard between any two adjacent crossing streets there shall not be more than two such openings. Obligations of Contractor. The contractor will furnish all the materials and labor necessary for the purpose and construct the railroad, in- cluding therein fhe stations, side tracks, switches, cross- overs, terminal vards and all other appurtenances com- October 19, 1899 plete and ready for operation, and including also all necessary construction of sewers along or off the route of the railroad, all necessary readjustment of the mains, pipes, tubes, conduits, subways or other sub-surface structures, the support and care, including underpinning wherever necessary, of all buildings of whatsoever na- ture, monuments, elevated and surface railways affected by or interfered with during the construction of the rail- road and the reconstruction of street pavements and sur- faces, and do all the work and supply all the materials necessary to construct and equip the railroad complete and finally ready for actual operation. The contractor shall provide a complete equipment of the railroad. The THE IRON AGE. shipped in bundles wired together, with the melt number on a metal tag attached. Two sample bars not more than 2 inches wide, having a sectional area of not less than 4% square inch, shall be cut from the finished product of every melt. When taken from metal more than 2 inches thick, they may be turned round bars. Tests shall be made on these sample bars in their natural! state, without annealing. Measurements to determine elongation shall be made on an original length of S inches. When a melt is rolled into several classes of shapes the material of each class shall be sep- arately tested, in which event one sample bar for each Class will suffice. The test pieces when tested in a lever Fig. 4.—Typical Four-Track Section with Pipe Galleries contractor ‘shall begin work on the railroad within 30 days after the execution of the contract. The first sec- tion must be completed within three years from the date of the delivery of the contract. Each additional section should be completed in two years after the previous sec- tion has been placed in operation. Steel and Iron Specifications, The steel used in this work shall be of two grades, medium steel and rivet steel. All steel shall be made by machine shall on an average for each melt fultill the fol- lowing requirements: Reduc- Elonga- tionof Ultimate Elastic gation. area. strength. limit. Per Per Pounds. Pounds. cent. cent. Medium steel........ 58,000 to 66,000 33,000 20 44 Rivet steel........... 50,000 to 58,000 28,000 41 aS | The entire fracture shall be silky. Bending Tests.—A piece of each sample bar, whose — LTS >See’ Fig.5.—Typical Four-Track Section.— Alternate Plan. NEW YORK RAPID TRANSIT TUNNEL the opeu hearth process and may be either acid or basic, with the following maximum limits of phosphorus: Acid, Basic. Per cent. Per cent. Medium steel.......... cis kacaunecwwasss bea kunae 0.06 0.04 Rivet steel.......... ee ea 0.04 The finished work shall be perfect in all parts and free from irregularities, surface imperfections of all kinds and piping. No deficiency in the cross section or weight of sections, as called for by the plans, exceeding 2% per cent., will be permitted. The original melt number must be painted or stamped on all ingots, blooms, billets and slabs, in order to identify the material throughout the various processes of manu- facture, and the original melt number, together with the furnace heat number, in case of eye bar flats, must be stamped on each piece of finished material, except in the case of rivet steel and small pieces not forming part of the calculated sections and members, which may be thickness is at least 5-16 inch, after being heated to a cherry red, and cooled in water at a temperature of 70 degrees F., shall be bent cold 180 degrees and closed up against itself. In uo case shall any crack appear until the diameter of the circle around which the bar is bent becomes less than the thickness of the bar. In the case of rivet steel the sample bar shall close up against itself without showing any crack or flaw. Punching Tests.—-Punched holes pitched 2 inches from a sheared or rolled edge in a piece at least 34 inch thick must stand drifting until their diameters are 50 per cent. greater than those of the original holes, without signs of cracking in the plate. Duplicate Tests——Duplicate tests may be made when the test pieces pass five of the above mentioned require- ments and the chemical analysis. If the second tests pass all requirements the melting will be accepted. Cast Iron.—All castings shall be made of tough gray ~~ 1 eg +? 7 & ; bee a h t a iy s iron, which shall exhibit a uniform and closely grained fracture free from any white, mottled or vitreous appear- ance. It shall be soft enough to be readily cut, drilled and chipped, and when struck on a corner or edge with a hammer, the metal shall indent and not break off. Tests.—The metal must exhibit a tensile strength be- tween 18.000 and 24,000 pounds per square inch when measured on a test specimen, from which the external coating or skin has been entirely removed by turning, planing or milling. When tested in the rough state with the skin retained, sample bars or castings having a uni- form width and depth of 1 inch and a length of 40 inches shall, when placed horizontally upon two sharp edged supports 36 inches apart, sustain at their middle point a gradually applied load of 750 pounds, with a deflection at the center of 0.4 to 0.6 inch. Vest Bars.—The contractor shall make, prepare and provide at least two of the said cross breaking test bars and the same number of said tensile test bars from each chorge or running of the metal actually used in the man- ufacture of any castings for said work. Two of the test bars of each set shall be poured at the beginning and two at the end of each charge or running. The tension bars shall be of such size and form as may be required by the engineer or his representative. All such specimens are to be true samples of the iron used in the castings made from said charge or running. All test specimens are to be properly numbered for reference. iverage of Tests—In judging the suitability of the metal the average of these tests shall be considered as representing the strength of the metal as required afore- said, Cast Steel, Annealed.—All steel castings shall be an- nealed. Test Pieces.—Every steel casting shall be made with a coupon for testing, which coupon shall be cut off after annealing, and the test shall be made from a %-inch round cut from the coupon. The test piece shall show an ultimate strength of at least 70,000 pounds, an elastic limit of not less than 35,000 pounds, an elongation of at least 15 per cent. in 2 inches, and a reduction of area of ~0 per cent. at the point of fracture. Blowholes.—When the bearing surface of any steel casting is finished there shall be no blowhole visible ex- ceeding 1 inch in any direction, nor exceeding 14 inch in area. The length of the blowholes, gauged by any straight line laid in any direction, shall never exceed 1 inch in 1 foot. All rolled members shall be straightened at the shop before assembling. Rivets.—The nominal size of the rivets shown on the plans shall be understood to be the actual size of the cold rivets before heating. Rivets when driven must com- pletely fill the holes, have full heads concentric with the rivet holes, and be machine driven wherever practicable, the machines to be capable of retaining the applied pres- sure after the upsetting is completed. The rivet heads must be fully and neatly finished, of approved hemi- spherical shape and in full contact with the surface, or be countersunk or fattened when so required, and of a uniform size for the whole diameter of the rivet through- out the work, and must bind the connecting pieces thor- oughly together. All loose or otherwise imperfect rivets must be cut out and replaced. No tightening of rivets by calking or recupping will be permitted. Rivet holes must be accurately spaced. Drift Pins.—The use of drift pins will be allowed only to bring together the several parts forming a member, and they must not be driven with sufficient force to dis- tort the metal about the holes. If any hole has to be enlarged to admit the rivet, it must be reamed. Punched Rivet Iioies.—Rivet holes in the cross frames, lateral connections, columns where the rivets are shop driven, and such other holes in the metal of the viaduct portion of the work not exceeding % inch in thickness. THE IRON AGE. October 19, 1899 as the engineer may permit, and rivet holes in members composing the frame of the underground structure, €x- cept rivet holes for splices in the bottom flanges of roof beams, may be made by a punch whose diameter is 1-16 inch greater than that of the rivets ealled for by the plans. All punched holes shall be free from torn or ragged edges, sharp fins being trimmed off before riveting. Reamed Rivet Holes.—Rivet holes in the viaduct work other than those specified above, and in splices and con- necting splice plates of the underground structure, as above mentioned, shall be made by a punch whose diam- eter is not greater than that of the rivets called for on the plans, and subsequently increased by reaming to a diam- eter 1-16 inch greater than the rivets specified. Before this reaming takes place all the pieces to be riveted shall be assembled and bolted into position. After ream- ing, every hole shall be entirely smooth, showing that the reaming tool has everywhere touched the metal. Should such reaming fail to produce a perfect match of cylin- drical holes, then the rivet holes must be made by a punch whose diameter shall be % inch less than the speci- fied rivets, and subsequently Thcreased by reaming 3-16 inch. When required by the engineer a reamer shall be run on the outer edge of holes so as to remove the sharp edges and make a iillet of at least 1-16 inch in width under the rivet head. Rivet holes in the flanges of important built up girders whose thickness is over 5 inch shall be made by a punch whose diameter is 14 inch less than the specified rivets, and shall be subsequently increased by reaming 3-16 inch. Reaming of Field Rivets._-Allholes for field rivets, where reaming is called for by the preceding paragraphs, shall be reamed to iron templets at least 1 inch thick, or shall be reamed while the connecting pieces are temporarily assembled either in shop or in the field. Vembers to Be True.—All built up members, when fin- ished, must be true and free from twists, kinks, knuckles or bent joints between component pieces. All abutting surfaces of compression members, except flanges of plate girders, must be planed or turned to even bearings, so that they shall be in perfect contact. Columns to Be Faced.—All I-beam and built up col- umns, after gusset plates are riveted on, shall be faced top and bottom perpendicularly to the axis and to exact length. The lug angles shall then be set so as to produce an even bearing as determined by a straight edge. If lug angles are not set to give an even bearing, then the same shall be riveted on before facing, but such facing shall not reduce the thickness of angles more than 1-16 inch. The base and cap plates must also be true to sur- face. Web Plates.—Web plates must not project beyond the flange angles, nor be more than 4% inch from the same. The web stiffeners of the plate girders shall in all cases form a close bearing against the flange angle. The ends of all stringers, and longitudinal and abut- ting girders, shall be faced true and square or to exact bevel, as called for by the plans. The header angles shall be so accurately fitted that when the ends of the stringers or girders are faced to the figured length the amount of metal removed shall not reduce the thickness of the ends of the header angles by more than 1-16 inch, while securing a true surface on the whole width of the connection. Beam Ends.—The abutting ends of the beams in the roof of the underground portion of the work must either be faced or cold sawed so smooth, true, square and per- fectly perpendicular to the longitudinal axis of the beams that joints will be tight and give full bearing of beam ends. Universal Mill Plates.—All plates 36 inches and less in width shall have universal mill rolled or planed edges. When members are connected by bolts which trans- mit shearing stresses, the holes must be reamed parallel and the bolts have a driving fit. Anchor Bolts.—All anchor bolts are to be of soft steel with cold pressed or rolled members and so made that October 19, 1899 THE IRON AGE. 5 when tested to destruction, the threaded portion of the bolts will develop greater strength than the unthreaded portions of the same. All threads and nuts, unless otherwise ordered, shall be of the United States standard. Steel sections must not be hammered cold or worked at a black heat. When any part of the steel piece ip which the full strength is required has to be heated for working, the whole shall be afterward annealed. All pieces bent or otherwise injured will be rejected. Specifications for Track Material, The track shall be laid of the best materials and to the standard and in the manner best calculated to make a track on which trains can be run at the highest at- tainable speeds with the minimum of jar and noise. Track Underground.—In the underground portions of the railway the track shall consist of rails laid on a con- tinuous bearing of wooden blocks, the grain of which is to be transverse to the length of the rail. The blocks are to be held in place by guard rails secured to metal cross 2O42BW 4A S478 9 kee "S-sessseneee: aiz rail less than 26 feet in length will be accepted as No. 1 quality. Chemical Composition—The chemical composition of the rails will be left to the vail maker's judgment, except carbon must not be less than 0.55 per cent., nor exceed 0.65 per cent.; phosphorus must not exceed 0.085 per cent.; sulphur must not exceed 0.07 per cent.; silicon must not be less than 0.10 per cent. Vie Plates—On every tie and in the proper place be- neath the rail seat there must be set a tie plate, having ribs running longitudinally with the cross tie. Such tie plates must be pressed into position, if required by the engineer, befere the rails are laid. Each tie, where resting on the top flange of longitu- dinal girders, shall be held to the flange of the same by hook bolts with nut locks. Guard Rails.—Guard rails shall be laid the whole length of each track and on both sides of the rail. In the underground work these guard rails shall be of steel in the shape of bulb angles, or such other form as may be permitted by the engineer. Fig. 6.—Section Under Park Avenue. NEW YORK RAPID TRANSIT TUNNEL. ties embedded in concrete. The method of procedure shall be to set the cross ties accurately to grade and support them by blocking until the concrete composing the finishing floor can be rammed into place and has set. This concrete must be brought to a true surface, to exact grade, and flush with the tops of the cross ties, as tested by a level and straight edge. On this foundation there will be laid and secured the guard rails, wooden blocking and track rails, as shown by the plans and according to the directions of the engineer. Tracks on Viaducts.—The tracks on viaducts shall con- sist of rails laid on cross ties with wooden guard timbers, in the manner as described hereafter. Rail Section.—The section of the rail rolled shall con- form to the section adopted as standard by the Ameri- ean Society of Civil Engineers, a templet of which will be furnished by the Board. The weight of the rail per linear yard shall not be less than 80 pounds. No varia- tion in hight exceeding 1-64 inch from the standard sec- tion will be permitted, and the fit of the fishing or male templet shall be maintained perfect. Length of Rails.—The standard length of rails shall not be less than 30 feet. Rails of shorter length will be ac- cepted to the extent of 10 per cent. of the order, but no Frogs and Switches.—All frogs, switches and other ap- purtenances of a similar nature, must be of such a de- sign as to give an unbroken or continuous bearing on the main track rails, and all such devices must receive the approval of the engineer before being laid. All switches, as far as practicable, shall be laid trailing. Fastenings--All angle bars, bolts and nuts, washers, nutlocks, hook bolts, spikes, and other material used in connection with the track, shall be according to the plans issued by the board or as may be approved by the en- gineer. Iron Piping, &c. Under station platforms, and at such other points along the route of the railway where the presence of pipes and other subsurface structures would prevent free access to the sewer for the purpose of repairs, the sewer shall be made of iron pipe of the quality called for in these specifications for water pipe, and made with lead joints in a manner similar to that specified for the laying of water pipes. Wrought iron rods of good quality, of the size, length and shape required for steps, are to be built in where shown on the said contract drawings. A cast iron manhole head and perforated cover, iD " = ~ ees a <5 | ad Laat wee ee a eee 5 THE IRON dimensions, quality of iron and all other respects simi- lar to the pattern adopted by the Commissioner of Sew- ers, and now exhibited at his office, are to be fitted to each of the manholes. Hach manhole head and each cover is to have such certain marks or numbers cast on it as the Commissioner of Sewers shall designate. For street manholes no head shall be used that shall weigh less than 475 pounds, nor more than 500 pounds, nor cover that shall weigh less than 135 pounds, hor more than 150 pounds. For sidewalk manholes the heads shall weigh not less than 300 pounds, nor more than 310 pounds, and the covers not less than 100 pounds, nor more than 110 pounds. When the pavement of street is asphalt, the manhole head shall be fitted with noise- less covers. Cast iron covers weighing not less than 80 pounds and not more than 95 pounds are to be furnished for ead stones. The pipe for water mains shall be 12 feet All the pipes shall be straight The thick- ness of the pipes, branches and special castings shall long, exclusive of hub. in the direction of the axis of the cylinder. correspond with the standards of the Department of Water Supply. The weight shall be approximately as follows: The 48-inch pipes, 8250 pounds each; the 36- inch pipes, 4860 pounds each; the 30-inch pipes, 4000 pounds each; the 20-inch pipes, 2400 pounds each; the 12-inch pipes, 1000 pounds each; the 6-inch pipes, 450 pounds each. Proof in Hydraulic Press.—The castings must be capa- ble of sustaining a pressure in the hydraulic press of 300 pounds to a square inch, and any casting which shows any defect, by leaking, sweating or otherwise, will be rejected. This proof will be made at the foun- dry, and at the expense of the contractor. Stations. Plans are in possession of the engineer for two styles of underground stations. One is for local trains only, and the other for local and express trains. During the progress of the work the board will issue additional plans as the work progresses, which will differ in di- mensions and details necessarily according to local con- ditions. Stations on viaduets shall be built according to plans and specifications furnished by the board, or according to plans and specifications furnished by the contractor and approved by the board. Such plans and specifications will describe stations of the most con- venient form according to the local conditions, and with an attractive and artistic appearance. The platforms shall be of the same length as for the stations under- zround, and the stairways leading to the same shall start from both sides of the street, or from both sides of the cross streets in the case of two sided stations lo- cated at the intersection of streets. Platforms and stair- ways shall be as wide as the local circumstances per- mit, and shall be covered for their full length. All ma- terials used in the construction of such stations shall be of the best class as ordinarily used for such work. Fault Lights.- the sidewalks, shall, to as great an extent as possible, consist of what are known as vault lights. The roof of the stations, where under These lights shall be made of cast iron frames, with lenses not ex- ceeding 2 inches in diameter, of strong glass set in ce- ment, all of design approved by the engineer; which frames shall be of sutticient strength to carry, when supported in a manner similar to that in which they are to be permanently set, an equally distributed load of at least 500 pounds per square foot without signs of fail- ure, deformation or permanent set when such test load is removed. Water Connections.—Both sides of every station shall have connection with the Croton water main so as to permit the attaching of hose or hoses for the flushing and washing of all parts of the station and platform, wating rooms and stairways. Sewers and Pipes.—In certain stations it will be neces- sary to pass sewers or pipes, or both, beneath the station platforms, and in order to reach the same for the pur- AGE. October 19 1899 pose of inspection and repair, cast iron frames capable of being lifted, of such size and design as the board may prescribe, shall be inserted in the floor, and the con- crete of the floor so laid as to be exactly flush with the same. Whenever it is necessary to suspend from the ceil- ings of any station or stations, pipes for the convey- ance of water, gas, air, electric cables or other materials, the same shall be of wrought iron or steel in lengths of at least 20 feet between joints. The joints and man- ner of attaching and supporting such pipes shall be as Water mains shall be in- cased in asbestos or other approved non-conducting ma- terial and all exposed mains or pipes shall be suitably painted. permitted by the engineer. Elevators.—Wherever station platforms are located at a depth or hight exceeding 30 feet from the surface of the street, the contractor shall, if required by the board, establish an approved plant of elevators not ex- ceeding four in number, each elevator being of sufficient size to carry at least 25 persons. Lighting.—The contractor shall submit to the board a system of lighting the stations to be approved by them before being put into operation. The lights are to be located as far as possible by being sunk in recesses in the ceiling or behind moldings, so as to be sheltered from direct observation and to furnish light by reflec- tion. The lights must be of sufficient number, and so situated as to light the stations, platforms and bridges in a thorough manner. Terminals, Termina! grounds shall be located by the contractor, subject to the approval of the board, and shall be of suf- ficient area to permit the construction of machine repair shops, turntables and other terminal appurtenances and storage tracks having a mileage of not less than 5 miles. Buildings, transfer and turntables and similar ter- minal appurtenances of a permanent character shall be constructed according to the plans and specifications fur- nished by the board, or according to the plans and speci- fications to be furnished by the contractor and approved by the board. All buildings shall be constructed of steel, brick or other fire proof materials, and shall present an attractive appearance. Machinery.— All machinery and other equipment in con- nection with such buildings or other terminal appurte- nances are to be furnished and owned by the contractor along with the equipment as contemplated by the statute and called for by his contract. Equipment. Full and sufficient equipment, including all rolling stock, motors, boilers, engines, wires, subways, conduits and mechanisms, machinery, tools, implements and de- vices of every nature whatsoever, used for the genera- tion or transmission of motive power, and including all power houses, real estate necessary therefor, or for the generation or transmission of motive power, and all ap- paratus for signaling and ventilation, are to be pro- vided by the contractor at bis expense, as provided in the statute. The amount of such equipment shall be at least suffi- cient to supply at one time trains of three cars on the local lines at two-minute intervals, and trains of four cars on the express lines at tive-minute intervals, each car having a minimum seating capacity of 48 persons. Motive Powcr.—The motive power shall be electricity or compressed air, which shall be so used as to involve no combustion in the tunnels or any injury to the purity of the air in the tunnels. Provided, however, that if, in the future development of the railway art, any method of generating or transmitting power superior to electric- ity and involving no combustion or other injury to the purity of the atmosphere in the tunnels or in the cars shall be discovered to be practical, then the contractor shall have the right to adopt such different method if approved by the board. October 19 1899 Pumps. Eight automatic pumps with a capacity of 400 gallons per minute against a head of 15 feet are to be distributed throughout the tunnels. Every part of the railway, the stations and their ap- purtenances connected therewith must be so arranged that any water tinding access thereto will be led away automatically to the city sewers. Tunneling. All tunnels, unless otherwise ordered by the board, shall be lined with concrete or brick masonry. Where tunnels are in rock and the rock is dry and free from water bearing seams, the lining may be of brick or con- crete, at the option of the contractor. Where in wet ground the lining shall be of brick, of which at least one ring in the arch and one brick thickness in the side walls shall be laid in asphalt, as prescribed in these specifica- tions relative to water proofing. In soft ground the contractor must take every pre- caution which the engineer may direct by suitable shields, timbering, logging or other supports to prevent any settlement or movement of surrounding ground. Such timber as cannot be drawn out without endangering the work or the ground above shall be left in place and thoroughly surrounded by masonry or dry packing. Manner of Prosecution. For that portion of the route along Centre street, Lafayette place, Fourth avenue, Forty-second street, Broadway, between Forty-second street and Sixtieth street, the contractor will be allowed to conduct work by open excavation. No opening unless roofed over with timber, so as to permit the passage of vehicles and pedes- trians, shall exceed in length 400 feet nor in width the distance to center of the street or the outer rail of the car track next beyond the center of the street, if such car track exists. The balance of the street must be left un- obstructed for normal surface traffic. No two unroofed openings shall be within 500 feet of each other, and every cross street shall be bridged over at such opening for a width of at least 15 feet for conveying and 5 feet for foot walk except at Fogrteenth street and Twenty-third street, Fifth and Sixth avenues, where the bridging for the carriageway shall be 30 feet in width and two 5-foot foot walks shall be provided. No open excavation shall be maintained in front of any property for a period greater than 30 days unless sanctioned by property owner and board. For that portion of the route along New Elm street, the contractor will be permitted to conduct his work by open excavation, which may be the full width of the tun- nel. The contractor shall, however, maintain bridges at each cross street at least 20 feet in width, and where- ever required by the board, shali so arrange his work as to give access to all property abutting on Elm street, which shall not abut also on a cross street, and not close at one time more than two adjacent blocks against ve- hicular traffic. For that portion of the route under Park avenue be- tween Thirty-fourth and Fortieth streets, the work shall be done by tunneling without disturbing the surface of the street. For that portion of the route lying beneath the Harlem tiver and the approaches thereto, the work may be con- ducted by means of compressed air, dredging, open cais- sons founded on piles, or such other means as the con- tractor may prefer and as may be approved by the en- gineer. Whatever method, however, is pursued must give the tunnel a firm foundation without danger of set- tlement, and must during construction give a free and unobstructed waterway, for the passage of vessels, at least 200 feet in width. If necessary, the contractor must keep a channel dredged to a depth at least equal to the minimum channel depth existing in the Harlem River at the time of commencing construction. The con- tractor must also maintain suitable signals during both day and night and during foggy weather to indicate the position of his temporary work, and must, if required by THE IRON AGE. ~ the engineer, protect the same by guard piles. When con- struction is finished, all temporary piles must be drawn and all parts of caissons or other work removed, so that there will be an unobstructed depth of water over the top of the tunnel for the full width of the river measured between the established bulkhead lines, as shown by the plans. Bidders shall specify in their proposals the estimate of the cost of the equipment of the railroad upon which the proposal is based. ‘the equipment includes all motors, cars, Whether used for passengers, freight, ex- press or any other purpose, and all other rolling stock, all boilers, engines, wires, ways, conduits, mechanisms, machinery, power houses, all real estate upon which any such power houses shall stand, or which shall be necessary for the generation or transmission of motive power, and all tools, implements and devices of every nature whatsoever used for such generation or trans- mission of motive power, and also all apparatus and de- vices for lighting, signaling and ventilation. Alexander E. Orr is president of the Board of Rapid Transit Railroad Commissioners, Bion L. Burrows secre- tary and William Barclay Parsons chief engineer. The Parsons Steam Turbine. Hon. Charles Parsons described the steam turbine, of which he is the inventor, before the British Association for the Advancement of Science at their recent meeting. Mr. Parsons stated that the compound steam turbine en- gine bad been so fully described in the proceedings of the Institution of Civil Engineers, the Institution of Me- chanical ‘Engineers and the Institution of Navai Archi- tects that it was only necessary to refer to its leading features when designed for the propulsion of fast passen- ger vessels. Generally speaking, it might be said that the larger the size of the propelling machinery of the steam turbine class the more favorable are the condi- tions for securing the highest degree of economy in steam with a minimum of weight and the greater the simplicity of the machinery. For fast passenger ves- sels, and especially for cross-Channel service, the tur- bine system of propulsion offers great and important ad- vantages over the ordinary screw or paddle engines. The weight of engines, shafting and propellers is under one-half that of ordinary screw engines, shafting and propellers, and under one-third that of ordinary paddle engines of the same power, so that there is much less weight to be propelled; besides this, the hull itself may be of lighter structure than is admissible with ordinary engines, owing to the absence of racking stresses from the machinery. With turbine engines no lubricant whatever enters the steam part, so that the boilers become much less charged with oil than is the case with ordinary engines, and express water tube boilers of the smaller tube type may be maintained in satisfactory working condition for long periods; and, further, it is understood that the British Board of Trade will be prepared to so modify their system of periodic inspection as to permit of such boilers being used for regular cross-Channel service. But perhaps the most important considerations are the increased comfort to passengers, owing to the absence of vibration and a remarkable smoothness of motion analo- gous to that of a sailing vessel, also the greater depth at which the propellers are placed below the surface of the water, reducing the liability to racing of the engines, which enables the speed of the ship to be maintained in heavy weather in a way that is totally impossible in the case of ordinary screw or paddle vessels. A model was exhibited in the hall of a proposed cross- Channel boat of 30 knots sea speed in moderate weather. If a service of 30-knot vessels were placed on the New- haven and Dieppe line, it would become the fastest route from London to Paris: also, if the system were properly carried out as suggested, the time on the Dover and Ca- lais route between London and Paris would be shortened by about half an hour, and the duration of the sea pas- sage much reduced. The draft of water with turbine engines does not necessarily exceed that of paddle wheel vessels, and, as turbine engines are more readily and quickly manipulated than ordinary engines, and each side of the propelling machinery can be put ahead or astern independently, the maneuvering power is practi- cally equal to that of paddle wheel propelled vessels. The particulars of the proposed 30-knot turbine boats are as follows: Length, 275 feet; beam, 30 feet; depth (molded), 13 feet 1 inch to main deck, 21 feet to awning deck; draft, 9 feet 3 inches (about); displacement, 1000 tons (about); speed, 30 knots; indicated horse-power, 18.000, ee od — ws g THE IRON AGE. The Hilles & Jones Hot Plate Straightening Meschine. The Hilles & Jones Company of Wilmington, Del., have designed the machine here illustrated for straight- ening hot plates as they come direct from the main rolls. The machine was installed at the Homestead Steel Works, and the company have orders in hand from other large plate mills for similar machines. According to the best mill practice this machine is put in the regu- lar tables conveying the plates, and they are run through the straightening rolls while still hot. As a general rule, unless the plates are very much buckled, one pass is sufficient. The machine will handle plates up to ¥% inch thickness hot. There are nine rolls, five above and four below, the lower ones only being driven. All of the rolls are 14 inches in diameter, and on the machine illustrated are 128 inches between the housings. Each of the top rolls is counterbalanced by weights to take up lost motion, so that there will be no drop as the plate runs out. The general construction is what is called October 19, 1899 steam engine, and in some mills would be strongly rec- ommended. It will be noticed from the ilustrations that the bed plate is heavy, of box section, making a good bearing on the foundation. The