The Iron Age 1907-03-07: Vol 79 Iss 10

THE IRON AGE Published every Thursday Moraing by David Williams Co. 14-16 Park Place “Ww York. Vol. 79: No. ro. New York, Thursday, March 7, 1907. $5 00 a Year, including Postage. Single Copies, 15 Cents. Reading Matter Contents page Alphabetical Index to Advertisers ‘‘ Classified List of Advertisers e Advertising and Subscription Rates ‘ ESTES Shaft Couplings / W'f'd by Forster Pulley Works, Cuba,N.Y. om . _ METALLIC CARTRIDGES Ral leading boys’ papers—‘‘ Youth’s Compan- idy;’’ ‘*Ameri¢an Boy,’’ “Star Monthly.” etc., carry in season U. M. C. advertising. For years boys Have been taught to call for ‘* U’’ Cart- ridges.. They specially prefer U. M. C. .22 un- greased as they don't soil the pockets. Are you 65 Wall Street, New York well stocked? e U. M. C. .22s are as well known to boys as U M, C. Shot Shells to men. THE BRISTOL COMPANY The Waterbury, Coun., U. 8. A. Union Metallic Cartridge Co. Culosge, 1 Meauinee Blag. Bridgeport, Conn. Bristol's Recording Instruments Agency, 318 Broadway, New York City. For Presgurs ot perature and ty. Simple, ee aT. li Ranges, Low Pri anteed, Send tor Oatalog SAMSON SPOT CORD/| WATER TUBE (O6/%e Babcock @ Wilcox Co. BOILERS _ se. page os _°” New Yorn" Ihe American Mfg. Co. Ropes and Twines Also Linen and Italian Hemp Sash Cord See page 226. SOLD UNDER this TRADE MARK SAMSON GORDAGE WORKS, Boston, Mass. **The Best Horseshoe Nails in the World” TORNBUCKLES tg Sh Branch Office, 11 Broadway. New York. Cleveland Clty Forge anddron Co., - Cleveland, O. Capewell’”’ This Trade Mark IVI j | | é \ n de r Guarantees Satisfaction to all Purchasers Girard Building, Phila. Made by THE CAPEWELL HORSE NAIL COMPANY Pilling & Crane Pitts a Machesney Bidg. Empire Bidg., ow Yo HARTFORD, CONN., U. S. A. HOW IS JENHINS BROS. VALVES are all made of high grade steam metal, have interchangeable ROOFING TIN parts, and full opening. Our new EXTRA HEAVY valves for high steam and hydraulic pressures are the heaviest valves of MADE ? this class on the market. All valves a our trade mark rt are absolutely guaranteed. ite for booklets. Our Booklet *‘ From Underfoot to JENKINS BROS., - = New York, Boston, Philadelphia, Chicago, London Overhead’’ describes the — Ro, TSG Rl Sel Dg Stamping THE AMERICAN ee. & es COMPA ( Water and Rail Delivery) Sec sn A = Best Anti-Friction Metal for all Machinery Bearing. AMERICAN WV 1 Fac: Simile of Bar. SHEET & TIN PLATE Y COMPANY’S SSS MAGNOLIA METAL CO. Owners and Sole Manufacturers, 113-116 Bank Street, $e2 manutaceire. al and Paeabbitt Ad. on Page 17 Chicago, Fischer Bldg. NEW YORK. ais at competitive prices AGE ee THE IRON BRASS, COPPER GERMAN |r SILVER | “‘Follansbee Brothers Company” This name is recognized as the synonym tor “SUPERIOR QUALITY” It is the ‘‘Hall-Mark’’ whether as applied to Bright Roofing § SHEET ROD WIRE WIRE Deep eg LOW BRASS, SHEET BRONZE. SEAMLESS BRASS AND COPPER Tin Black |tusinc, BRAZED BRASS AND Plate Products|BRONZE TUBING : : : : and is the result of careful WATERBURY BRASS C0., attention and earnest en- deavor combined with the WATERBURY, CONN. required technical knowledge 99 John St., New York. Providence, R. 1. a - Bridgeport Deoxidized Bronze & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze We also make SCOTT’S EXTRA COATED Follansbee Bros. Co. Pittsburgh, Pa. Composition, Yellow Brass and Alum num Castings, large and small Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER 45D MANUFACTURERS OF SHEET ZINC AND SULPHURIC Special Bines of Zino cut to order. Rolled Battery Plates. ACID. ZINCS FOR LECLANCHE BATTERY. UNS ieee LH 105-109 So.Jefferson St., Chicago. Best Bronze, Babbitt Metals, Brass and Aluminum CASTINGS GERMAN SILVER The Seymour Mfg. Co., - - Seymour, Conn. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Brazsicrs’ Bolt and Sheathing COPPER, OoorPrPrbhRn were AND "RIVETS, Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. BRASS, BRONZE, aad GOPPER , | THOMASTON, CONN. NICKEL ANODES || The Plume & Atwood Mfg. Co. MANUFACTURERS OF "Ww Sheet ana RollBrass WIRE Printers’ Brass, Jewelers’ Metal, German Silver and Gilding Metal, Copper Rivets and Burrs. - - =« Pins, Brass Butt Hinges, Jack Chain, Kerosene Burners, Lamps, Lamp Trimmings, &c. 279 Broadway, NEW YORK. Room 508 Heyworth Building, East Madi- son St., CHICAGO, ILL. Rolling Mill: Factories : WATERBURY, CONN. SCOVILL MFG. CO. MANUFACTURERS OF BRASS, GERMAN SILVER, olis, Wire Rods, Tub Brass lls, Cups. Hinges, Battons, Lamp Goods. Special Brass Goods to Order. Facrorizs : WATERBURY, CONN. D RPOTS NBW YORK. CHICAGO. BOSTON. {Aen Souther Engineering Ca, HARTFORD, GONN, Consulting Chemists, Metallurgists and Analysts. ieee teat aed ee Testimony in Court and Expert Testimony in Court and Patent Cases. Arthur T.Rutter 860 256 Broadway NEW YORK: Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod. “ Search-Light”’ GAS Bicycle Lanterns Send for Circulars and Electrotypes. The BRIDGEPORT BRASS CoO. BRIDGEPORT, CONN. Postal Telegraph Building, Broadway and Murray Street, NEW YORK PHOSPHOR-BRONZE GERMNAN SILVER THE RIVERSIDE METAL CO. RIVERSIDE, W. 5. THE IRON AGE New York, Thursday, March 7, 1907. THE BLACKWELL’S ISLAND BRIDGE. A Noteworthy Example of Eyebar Cantilever Construction Now Being Erected by the Pennsylvania Steel Company. After protracted interruptions, due to labor troubles, good progress is now being made on the erection of the Blackwell’s Island Bridge, which will extend from East Fifty-ninth street, Borough of Manhattan, over Black- well’s Island, in the East River, to Ravenswood, in the ‘ Borough of Queens. The two channel spans have been lengthening lately from the island piers, until the over- hang has become conspicuous, viewed from the decks of river shipping. Even at such distances the unusual size of the members now being hoisted to place becomes im- LRA Bh: the ends of the cantilever arms. The Blackwell’s Island span, shown in Fig, 1, was built first. It is 630 ft. in length. As shown in Fig. 2, there are five cantilever and anchor spans. The main spans are noteworthy for their length, that connecting the west island pier with the first pier on the Manhattan side being 1182 ft., and that con- necting the east island pier with the first pier on the Queens side being 984 ft. There is no independent truss span in this country approaching the above in length. The Brooklyn Bridge has a span of 1595 ft., and the main CS — Vy > J : + Ny ; . io AE er Ferd RAY AY ; SIcarrvisrvimy t' a Tr oe os ‘ s ' : - . POrerme 450) ih Fig. 1.—Completed Island Span of Blackwell’s Island Bridge, with False Work.—The West Traveler Has Reached the Third Panel] and the Bast Traveler the Sixth Panel of the Respective Cantilever Spans, February 26, 1907. pressive. But it needs the recital of some of the dimen- sions of the bridge and of the exceptional equipment pro- vided for handling the heavy posts, diagonals, chords and eyebar panels to get an adequate idea of the immensity of the undertaking. Some of the problems the contract- ing company has had to deal with would have been sim- plified, no doubt, had the city’s engineers considered the design primarily from the standpoint of erection. How- ever, sO monumental a structure was bound to present uncommon difficulties in its execution. What is attempted in this article is not to enter into details of bridge engineering, but chiefly to convey by means of data and illustrations an idea of the excep- tional size of the units handled and the exceptional provi- sion made to take care of them. _ Unusual Length of Spans, The brfage is of the cantilever type, but with this im- portant departure, that there is no span suspended from span of the Williamsburg Bridge is 1600 ft., but these are cable, suspended with stiffening trusses. Referring to Fig. 2, the five spans may be conceived, in representing the distribution of the weight of the bridge, as divided into four sections. So considered, the mainland sections, each with its cantilever arm, extend respectively to the middle points of the channel spans. The other two sections extend from the middle point of the island span to the respective middle points of the channel spans. These latter sections are carried by the island piers, the suspension being from the great tower bents rising 185 ft. above the pier pedestals. The connec- tion at the middle point of the channel spans is not a pin, but a rocker connection, and here the expansion takes place. For any vertical adjustment that may be required to connect the arms recourse will be had to a special ad- justing arrangement at the anchor piers. The use of over 10,000 tons of eyebars of unusually large proportions, two-thirds of this tonnage being nickél steel of 85,000 lb, minimum ultimate strength for an- nealed and 100,000 lb. minimum ultimate strength for un- annealed eyebars is the particularly noteworthy feature of the bridge in respect to material. Immense eyebar panels constituting the upper chords are in tension, while the components of the lower chord are in compression. Dimensions and Capacity of the Bridge. Before referring to the special provisions made for handling the heavy members of the bridge, a few figures ey AVENUE A =: R PIER MANHATTAN & 728 THE IRON AGE March 7, 1907 The Nickel Steel Pins. Some of the nickel steel top chord pins are probably the largest ever employed in similar service. Fig. 6, from a photograph taken at pin point 59 on the upper chord, shows the largest of these pins. It is 16 in. in diameter, 9 ft. 9% in. long and weighs 6500 Ib. It car- ries 86 eyebars, a main post and a main diagonal. All the pins over 6 in. in diameter, whether of nickel steel or structural steel, are forged and a hole 2 in, in diameter is drilled through the longitudinal axis. As may be in- QUEENS 984—FEET— - ———— -- <— - —450-FEET— - —469+50-FEET——4« seteictintend: gemma - a EAST RIVER WEST ANCHC ———— > —___— - — 3724.60-FEET—— - ——— -$ —— - ——— -— BLACKWELL'S ISLAND 630-FEET —S< = THE IRON AGE Fig. 2.—Outline Elevation, Showing Locations of Piers and Lengths of Spans. as to capacity, dimensions and unusual sections will be interesting. The total length, center to center of anchor- ages, is 3724 ft. 6 in. The pin connected trusses compos- ing the superstructure are 60 ft. apart on ceaters, while a bracket of 13 ft. on either side gives a width between rail- ings on the lower floor of 86 ft. The depth of the ordi- nary trusses of the island span is 118 ft., and the clear hight of the channel spans is 135 ft. above mean high water. The top floor of the bridge will carry four elevated tracks and two promenades 11 ft. wide. On the lower floor will be two outside trolley tracks, two inside trolley tracks and a roadway 36 ft. wide. The maximum live loading represented by the above is 16,000 lb. per foot of bridge, and its distribution is computed as equivalent to the following: 250 rapid transit cars carrying............... 80,000 persons BOO: trolley GREP COPTFING. 00040 cr cccscceveces 80,000 persons Congested traffic on promenade............... 55,000 persons Congested traffic on roadway..............06. 100,000 persons The above represents about 100 lb. per square foot over the area of the top and bottom floors. The unusual pre- ponderance of dead load, including track material, pav- ing, &c., is seen in the estimated total of 120,000,000 Ib., or 32,200 Ib. per foot of bridge. Massive Towers and Unusual Sections, As shown by the outline illustration, Fig. 2, there are four piers surmounted by towers, these latter being 185 ft. high. The tower bents are remarkable for massive- ness, each weighing about 3000 tons, exclusive of the ped- estals. Fig. 3 shows the construction of the steel towers and gives dimensions, and in Fig. 4 is a view of the ped- estal castings. The pedestals are 17 ft. square and 10 ft. high, the three courses weighing about 260,000 Ib. The batter posts of the tower bent are set on these bases, which are filled with concrete. In Fig. 5 is a view of the upper portion of one side of the tower bent at pier 2 on the west side of the island. A is the upper section of the main diagonal. Its length, measured from the top of the shoe to the center of pin 58 is 102 ft., and its weight 72 tons. The lower section (C 58 L 59) of this main diag- opal, which is being put in place in Fig. 6 is 100 ft., 9% in. long and weighs 78 tons. Referring again to Fig. 5, the shoe B weighs 68 tons, and the hight of the observa- tion platform surmounting it is 333 ft. above mean high water. The top strut C in Fig. 5 weighs 20 tons. In the middle ground of Fig. 4 is shown the heaviest lower chord of the bridge—that belonging to the first south side truss at the west end of the island span. It is 7 ft. wide, 4 ft. deep and consists of four lines of heavy webs, having great rigidity and transverse strength. It was built and shipped in two sections, consisting of two lines of webs each. The weight of the entire chord is 120 tons, or, more exactly, 240,420 Ib. It is 59 ft. in length. An- other massive member shown in Fig. 4 is the transverse box girder of the tower bent. This latter was handled in erection in three pieces, the middle section weighing 86,900 Ib. and each of the others 75,700 Ilb., making a total of 119 tons. ferred, the difficulties of machining these nickel steel pins have been great. As some of the top chord members and the connected posts are assembled more than 800 ft. above the water and the maximum allowance for clear- ance was 1-32 in. it was decided to resort to pressure driving of the pins. A 100-ton hydraulic jack was pro- vided, with horizontal plunger, operated by a pump and 60 C.L. TO C.L. OF SHOES—> A ) j 485°C.L. TO C.L. OF CHORDS———. —- ——___—- - ——___ > pie = <ongg ge == —— - ——— — —1742320TTOM-OF BASE-PLATE TO TOP OF CAP PLATE——— — ——>+13* 034) — ' ' ' ' 1 oor = + mee ee ee ee <-60~C:-—TO-Ort—-OF-TRUSSES—> 5—Cst—-TO-Czt—OF—-BAGES: THE | IRON AGE Fig. 3.—Sectional Elevation of Tower Bent and of Main Posts Carrying Roadways.—Each of the Four Tower Bents Weighs About 3000 Tons. the latter driven by pneumatic pressure. However, thus far all pins have been driven in the usual way by the use of a ram, and it is not expected that the hydraulic ap- paratus will be required. The nickel steel pin of greatest diameter is at point 63, in the lower chord connecting the large main diagonal, a main post and a subdiagonal. It is 18 in. in diameter and 6 ft. 4% in. long. Progress of the Work. The contract for the superstructure was awarded to the Pennsylvania Steel Company in November, 1903. The Y ANCHOR PIERY | | ie a ail ; ; 7 4 March 7, 1907 preliminary survey had been completed in June, 1899, or more than four years previous. The substructure was completed in June, 1904. The false work for the island span was begun in January, 1905, and was finished early in March of that year. For this, about 1700 tons of steel was required. The construction of the island span was completed in November, 1906. Already the construction of the channel spans has proceeded far enough for the taking down of a portion of the false work on the island and when the cantilever arms are completed in midstream on either side, the last remaining portion of the false work will be removed for re-erection on the main land. The travelers will be removed at that time and carried to shore for re-erection on the anchor arm spans. The work will thus be completed at the centers of the main spans. Power Piant, Extensive equipment was provided for carrying on the work of construction. On Blackwell’s Island the Penn- THE IRON AGE 729 stored which will be erected on the anchor and the ad- jacent cantilever arms. Each of the gantries weighs 300,000 Ib. The transverse members are a pair of heavy plate girders 5% ft. deep, the span being 85 ft.2in. There are six motors to each gantry—two 50-hp. bridge motors ; one 50-hp. hoist motor for each of three hoists, and one 15-hp. trolley motor. The bridge motor gives a travel of 200 ft. per minute. The main hoist is of 65 tons capacity with a speed of 8 ft. per minute. The principal auxiliary hoist is of 35 tons capacity with a koisting speed of 15 ft. per minute. The second auxiliary hoist is of 10 tons capacity with a speed of 55 ft. per minute and the trolley motor gives a cross travel speed of 100 ft. per minute. The gantry is mounted on two trucks, each having two double flange wheels on a single rail. The Travelers, The falsework of the island span was erected in the main by a traveler consisting of a platform of beams PT Scat Fig. 4.—September 14, 1905.—Tower Pedestal and in Middle Ground the Massive Lower Chord, Weight 120 Tons, Adjoining Pier 2, Island Span.—Box Girder, One End of Which Rests on Second Course of Pedestal, Weighs 118 Tons.—The Vertical Member Is a Main Post, Carrying Roadway. cylvania Steel Company erected a frame power house, 36 x 136 ft. The boiler installation made by the Hrie City Iron Works, Erie, Pa., consisted of six 80-hp. tubular boilers. The air and electrical power equipment consists of the following: 1 Siemens-Halske 75-kw. 250-volt generator direct connected to a 15 x 15% in. Armington & Sims engine. 1 62%-kw. 250-volt Bullock generator direct connected to a 12 x 14 in. Ames engine. 1 Ingersoll-Sergeant air compressor with a capacity of 1225 cu. ft. of free air per minute at 100-lb. pressure. The boiler plant is served by a Warren, Webster & Co. feed water heater and two Dean feed water pumps. The island buildings include also a machine shop equipped with drills, planers, bolt cutters and other tools driven by an electric motor; also a boiler shop, toolroom and foreman’s office. The electric generators chiefly furnish power for two heavy gantry cranes, which were originally erected on the island for the handling of material in and out ef the storage yard. One of these gantries has since been taken to the Manhattan side, where material is and channels, carrying two four spool hoisting engines and two stiff leg derricks, each having a 55-ft. boom of 10 tons capacity. Following the completion of the false- work came the construction of traveler No. 1, similar to the falsework traveler, but equipped with heavier der- ricks. Traveler No. 1 placed the floor beams and erected the lower half of the trusses of the island span. It is shown in Fig. 9 at work on the east tower on Black- well’s Island. In the same view are shown what are known as east and west travelers No. 2, the former being then at work at panel No. 71, while the west traveler was engaged at panel No. 63. These No. 2 travelers are of unusually massive construction, in view of the heavy sections they are called upon to handle, the weight of a singe piece running up to 80 tons, while at times a total of 300 to 400 tons requires to be supported at one time for the driving of pins. Each of these travelers weighs 400 tons without rigging. Fully equipped, the weight of each is 550 tons. Each carries a six spool and an eight spool, three drum hoisting engine of 100 hp. In the \ F q f Ee CARRE een, ee eee eT | | 730 THE main the traveler consists of a riveted steel tower, 36 ft. by 40 ft. 6 in. between centers, and 121 ft. 9 in. high. There is a forward overhang of 63 ft., and a rear over- hang of 18 ft. The lower portion of the traveler is ex- tended to the rear to carry the hoisting engines and sup plies, these constituting the counterweight. The base is extended at the sides also to a total width of 54 ft., and is anchored by clamps to the completed steel work. The base is carried at each corner by a truck. The two for- ward trucks have eight wheels each, and run on four tracks; the rear trucks have four wheels each, running on two tracks. Two derricks are mounted on each trav- eler, one being of 65 tons capacity. Additional hoisting Fig. 5.—Tower Bent at Pier 3, Showing Top Shoe B, 68 Tons; IRON Portions of Main March 7, 1907 AGE Nickel ..++15,500,000 lb. 8.03 cents per pound Nickel steel pins.......... 1,500,000 Ib. at 10.30 cents per pound Structural steel eyvebars... 7,200,000 lb. at 6.52 cents per pound Structural steel pins 30,000 lb. at 8.39 cents per pound Structural steel, other than eyebars and Steel castings steel eyebars.. pins 85,000,000 lb. at 5.64 cents per pound * 2,300,000 Ib. at 9.01 cents per pound It thus appears that approximately 55,000 tons of steel will enter into the completed bridge. Chemical and Physical Specitieations, The chemical requirements are indicated in the fol- lowing table, the percentages of phosphorus being the maximum, while the percentage oi nickel is the mini- mum : ib} 3 lf Taal ett ’ Diagonal A, 150 Tons; Top Strut C, 20 Tons, and Portal Strut. capacity is afforded by transverse plate girders project- ing 20 ft. each side of the tower to carry lines of jigger beams from which are suspended tackles of from 5 to 40 tons capacity. Auxiliary tackles are suspended from inner lines of jigger beams. Each traveler requires a force of about 60 men for its operation. Steel Requirements, The specifications required that eyebars and pins should be of nickel steel for the part, while for the various built-up members structural steel was pro- vided. The contract prices and the approximate amounts of the various classes of material employed are as fol- lows: ‘ most Nickel Steel. —Phosphorus.—, Basic. Acid. Kyebars and pins............ 0.04 0.06 Structural Steel. Plates, shapes, bars and pins. .0.04 Rivet steel 0.04 0.04 0.04 vs a ere rs re 0.05 0.08 0.05 ies The records of chemical tests of the nickel steel eyebar material thus far furnished show that carbon has ranged between 0.30 and 0.45 per cent., manganese between 0.45 and 0.75 per cent., and nickel between 3.25 and 3.65 per cent. The physical requirements for specimen tests were as follows, in the case of nickel steel: Sulphur. Nickel 0.05 3.25 0.08 0.05 aetna a ene — ee ee ee ee March 7, 1907 Eyebars, Unannealed.— 100,000 b. minimum iltimate strength, 55,000 Ib. minimum elastic limit and a minimum pe! cent. of elongation in 8 in. of 1,600,000 divided by the ultimat« strength. Eyebars, Annealed.-—S85,000 ib. minimum ultimate strength and 48,000 lb. minimum elastic limit, with the same minimum elongation as for the unannealed bars. Pins, Unannealed.—90,000 Ib. minimum ultimate strength, 50,000 lb. minimum elastic limit and 20 per cent. minimum elongation in 2 in. In all the above, reduction of area to be recorded. Cold bend test for eyebars unannealed-—180 degrees around a pin with a diameter three times the thickness of specimen; for eye bars annealed (pieces of bar not less than 4 in. wide), 180 de grees around a pin with diameter twice the thickness of speci men ; for pins unannealed, 180 degrees around a pin with diam eter three times the thickness of specimen, the latter being less than 1 in. The requirements for specimen tests of structural steel were as follows: Plates, Shapes and Bars for Riveted Work.—60,000 lb. desired ultimate strength, 30,000 |b. minimum elastic limit and a mini THE IRON AGE January, 1905. Argentina took 94638 tons of British rails in January this year, as compared with 14.888 tons in January, 1906. The exports to British South Africa in January of this year were but 411 tons. RO A San Francisco Steel Building Report. There is no reason to fear structural damage in tall buildings in San Francisco or anywhere else by an earth- quake as severe as that of April 18, 1906, provided these buildings are properly designed and constructed. This is the opinion of Frank B. Gilbreth, a New York contrac tor, who is reconstructing the eight-story steel frame Mutual Life Building in San Francisco. Mr. Gilbreth has been in San Francisco for several months, where he is taking a leading part in the work of reconstruction, and during that time has had exceptional opportunities Fig. 6.—Upper Chord Pin Point 59.--The Nickel Steel Pin Weighs 6500 Lb. and Carries 36 Eyebars, a Main Post and Main Diagonal. mum percentage of elongation in S in. equal to 1,500,000 divided by the ultimate tensile strength. Eyebars and Pins.—-Ultimate strength desired, 66,000 Ib. and 50,000 Ilb., respectively, with elastic limit and elongation the same as for plates and shapes. Minimum elongation in 2 in. 22 per cent. Rivet Steel.-—Ultimate strength desired, 50,000 Ib., with elastic limit and elongation same as above. Eyeburs and Pins.—Minimum elongation in 2 in., 22 per cent, Steel Castings, Annealed.—Minimum ultimate’ strength, 65,000 Ilb., with elastic limit one-half the ultimate strength, and a minimum elongation of 18 per cent. in 2 in. Cold Bend Test for Structural Steel.—180 degrees flat; for plates, shapes and bars, 1 in. or more in thickness, 180 degrees around a pin with diameter twice the thickness of specimen. For steel castings, a bend of 90 degrees around a pin with diameter equal to three times the thickness of specimen. Tests of full size material were called for in the case of eyebars and angles. 2 The declining rate of export shipment of British rails is referred to in trade journal comments. The rail ex ports in January were 30,225 gross tons, as compared with 35,346 tons in January, 1906, and 42,261 tons in for studying the effects of seismic disturbances and con- flagrations upon various types of structures. The Mutual Life Building, which is taller than the average 10-story building, was built 13 years ago on made ground, and survived the earthquake without a structural blemish. During the subsequent conflagration, however, it sustained damage sufficient to necessitate the removal of the upper six stories. When it was known that Mr. Gilbreth had received the contract for reconstructing the building he was at once besieged from all sides for in- formation. Engineers and architects wanted to know about the condition of the steel frame. Paint manu- facturers and dealers inquired as to the brand of pro- tective paint which had been used to prevent rust, while representatives of other lines overwhelmed him with questions as to what had happened to other materials which had been used. The evidence collected by Mr. Gil breth is of the utmost value to the building industry, and is one of the first cases where it has been found possible to make a thorough investigation as to the condition of structural steel and iron after having been imbedded in 732 a building for a term of years—a much mooted question among engineers, architects and builders. Mr. Gilbreth, due to his investigations, believes that: 1. A steel frame properly painted and buried in masonry will not rust enough in 13 years to affect its strength to any measureable extent. 2. The better the steel is coated with mortar the less it will rust. 3. Portland cement is better than lime mortar for im- bedding steel to prevent it from rusting. 4. Unpainted iron rods buried in mortar composed of Fig. 7.—-Pier 2, Island Span.—Trayeler No. 1 Placing Lower Half of Main Diagonal, 78 Tons. lime and a large proportion of Portland cement rust very little, certainly not enough to impair their strength. 5. Columns should be of such cross section that they ean be thoroughly imbedded in Portland cement, avoiding a hollow column unless latticed and filled with very soft concrete. 6. Wherever possible preference should be given to those shapes of steel] that present the least surface to the action of rust. 7. If steel is not thoroughly cleaned from rust before it is painted, the paint will not greatly retard the prog- ress of the rust. 8. It is much easier to cover steel thoroughly with concrete than with brick masonry. If brick masonry is to be used the bricklayer should thoroughly plaster the steel work ahead of the brick work. 9. The quality of the paint used, though important, is not so important as surrounding every part of the steel with Portland cement. 10. Interior columns do not rust as much as exterior columns. 11. Cinder concrete does not injure, to the slightest degree, a steel floor beam that has been painted. 12. No pipes or wires should ever be placed behind fireproofing, as they will buckle with the heat and push off the fireproofing. 13. This building probably could have been saved in- tact if it had had fireproof exterior door and window THE IRON AGE March 7, 1907 frames with wire glass and an emergency water tank on the roof. 14. Terra cotta blocks are not as good as concrete for fireproofing interior columns, nor do they protect the steel from rusting as well as does Portland cement concrete. 15. Neither marble nor any of the well-known kinds of plaster will withstand heat. There is a tremendous demand for some durable material that can be worked as easily as can wood or plaster, but which will resist great temperature. ———— »~-e—___—_ Steamboat Speed Records.—River steamers on the Hudson have long been noted for their speed, but it is not generally known what high speeds were made by some of the earlier vessels used on this river and on Long Island Sound. In 1835 the Lexington ran from Sands Point Light to the Battery at the rate of 17.26 miles per hour. In 1847 the Vanderbilt made Faulkner Island from Bartlett’s Reef at 19.51 miles per hour, being fol- lowed the next day by the Oregon, which made a speed of 20.66 miles. In 1848 the Alida covered 21.8 miles an hour. In 1852 the record was raised by the Francis Skiddy to 23.04 miles per hour (20 knots). In 1855 the Metropolis, plying on Long Island Sound, made 21.93 miles per hour. In 1860 the Daniel Drew ran at 22.89 Fig. 8.—Pier 3, Island Span.—East No. 2 Traveler at Work on the First Panel of Cantilever Span, November 1, 1906. miles an hour. In 1866 the City of Boston made 23 miles an hour on the Sound. These speeds compare very well with those of the latest river and Sound steamers. The best speed of the Richard Peck was 21.03 miles an hour. The Priscilla in 1894 covered 27.6 miles at the rate of 23 miles an hour. In 1899 the Puritan made her best speed—22.98 miles an hour. The Albany in 1880 made 23.26 miles an hour, and the New York in 1908 made 23.21 miles. The Mary Powell in 1873 showed a speed of 22.54 miles per hour, and the Rhode Island that same year covered 21.17 miles in’1 hr. The new Hendrick TR es March 7, 1907 Hudson is said to have made a short run at the rate of about 24 miles an hour. oe The Pennsylvania Railroad’s Pension Fund.—Hav- ing granted a 10 per cent. increase in wages to its active Al\\ Aj a ary i a Ny [aa A NIN i we vA B pal ils “a \ IT Xi Misa VY Panis ypiirtey (ASO! maraia' THE IRON AGE 733 and exceeds that of 1905 by nearly $45,000. There are now 1940 men on the pension rolls of the company. In January, 1906, there were 1810. During the year 200 men died, three-fourths of whom were over 70 years of age. This decrease was offset by the retirement of 331 LAY yh y\\ = esis | i" 1 EE i , . Ate? a Leh 4 Polite la Fig. 9.—Traveler No. 1, on Left, at Work on the East Tower on the Island, East Traveler No. 2 at Panel No. 71, and West Traveler No. 2 at Panel No. 63.—The Lower Halves of employees, the Pennsylvania Railroad Company has just gone a step further and raised the annual appropriation of its pension fund for retired employees by 35 per cent. —from $390,000 to $600,000 a year. This announcement is contained in the annual report just completed by the Trusses Have Already Been Erected by Traveler No. 1. men. Of this number 201 were in the 70 year class and 129 between the ages of 65 and 69. oo - British exports of iron and steel in January aggre gated 453,350 gross tons, against 336,932 tons in the cor- = ciate ne ETS oes Fig. 10.—Traveler at Work on the Second Panel West of Pier 2.—The Figures of Men at Work on Second Panel East of the Tower Give an Idea of Dimensions. pension department of the railroad. According to this report nearly $500,000 in pension allowances was paid to its retired employees in 1906. The exact amount, $467,614.47, is the largest sum yet paid in any one year, responding month of last year. The imports were 79,592 tons, against 150,379 tons in January, 1906. If the ex- ports could be maintained for the entire year on the Jan- uary basis all previous years would be eclipsed. 734 THE IRON AGE March 7, 1907 The Flickinger Gas Driven Air Compressor. A unique combination of a gas engine and an air compressor is that manufactured by the Flickinger Iron Works, Bradford, Pa., and for which the Carlin Machinery and Supply Company, Allegheny, Pa., is sell- ing agent. The original feature of the unit is the use of a single cylinder and single piston, the gas doing the work on one side of the piston while work is done upon 75 and 100 hp. sizes in duplex form. The machines are suitable for air pressure up to 80 Ib. single stage. The duplex style can be furnished with only one of the engine cylinders fitted to act as an air compressor if the power requirements are greater than those for air. Fig. 1, herewith, is a general exterior view of a Flickinger straight line gas driven air compressor of single cylinder pattern. Fig. 2 shows a longitudinal ver- tical section of it, and Fig. 3 is a view of a duplex pattern with air compressors in connection with both cylinders. The power end of the outfit is in design and principle wy ESN ramen ISN qs Gy § iy if INS TE Wns py j \_ —— 5 = g oe ictal Cat HL -_ en " \ 3 AN. Ltd reer Ws= <= Ca rad” Fig. 2.—Longitudinal Section of the Flickinger Gas Driven Air Compressor. the air on the other side. The machine can be used for power purposes simultaneously with its use as a com- pressor, by belting to the machinery to be driven, and can be run continuously as a source of mechanical power and occasionally as a compressor, or continuously as a compressor. A common practice is to run the engine continuously and the compressor intermittently to auto- matically maintain a given pressure in the air reservoir. In this way the greatest efficiency is obtained as the engine is never running entirely idle. The machine is built in two types, stationary-and portable, and in sizes ranging from 10 to 50 hp. in single cylinder form, and in similar to the Bradford improved gas engine built by the same manufacturer. As will be observed from the illustrations the unit is built with a bored guide frame and a cross head instead of a trunk piston, as so commonly employed in gas engines, and has an overhung cylinder. The larger sizes have an extension base to support the overhung cylinder. The cylinder is mounted on the bed with a water jacketed head between the cylinder and the frame, and is fitted with poppet valves for the air suction and discharge. The suction valves are under the cylinder while the discharge valves are on top of the cylinder and both are . i lose to the front end. March 7, 1907 The opposite or explosion end of the cylinder is of regular gas engine construction. The valve box carrying all of the gas engine valves is mounted on the side of the cylinder, leaving the head free to be removed without disturbing any of the pipe connections, The piston reciprocates between the poppet valves referred to and the explosion chamber. The combustion -end of the machine is operated on the four stroke cycle while the opposite end compresses the volume of the piston sweep at every revolution of the crank, or the same as in a single-acting compressor, discharging the air through the discharge valves to the reservoir. The -air suction valves are fitted with an unloading device controlled by the air pressure from the receiver, being adjustable to any pressure within the range of the machine. When the air in the receiver reaches its normal pressure the suction valve is lifted from its seat and the air is allowed to pass freely to and from the atmosphere ‘until the pressure in the receiver drops about 1 lb. below normal; then the valve is again released and the ‘machine continues its regular operation, and so on. This THE IRON AGE 73 cr horizontal on the single eagines and vertical on the two- cylinder engines. The governor operates a throttle valve which controls the amount of the mixture in proportion to the load, both gas and air being taken at atmospheric pressure and maintained in a proportion to give perfect combustion. The governor is driven by a chain and cut sprockets from the secondary shaft and can be changed instantly in setting for a different speed without stopping the engine. All parts are made of high-grade material especially selected for the service each part performs. Those parts subject to strain are made proportionally heavy. Semi- steel, a very close grained and exceptionally strong metal, is used in the cylinders. The smooth wearing qualities of this material are believed to make it the best ob- tainable for cylinder construction. Counter-balancing is accomplished by a pair of disks secured to the solid forged crankshaft, eliminating all thrust and insuring a steady and noiseless operation of the engine. The valves are readily removed and replaced if, for any cause, such becomes necessary. The valve chamber ere terete a Fig. 3.—A Duplex Type of the Flickinger Straight Line Gas Driven Air Compressor. -device is also fitted with a relief pin with a knurled handle, which may be used to raise the valve from its seat and lock it in open position. This relieves the com- pression on the forward side of the piston and makes the machine an ordinary gas engine: It also brings all the valves to a standstill when not in use. The machine is equipped with a pulley for a belt to be used in the transmitting of power, it being impossible as before explained to use the equipment as a compressor, or a gas engine, or both, at the same time. Because it combines a gas engine cylinder and an air compressor cylinder in one the machine is exceedingly simple and requires but a small amount of floor space, making it valuable for small rooms and also for mounting on trucks for portable equipments. Other advantages claimed are a great reduction in friction losses, fuel con- sumption, lubrication, &c. The gas engine suction valve is operated by vacuum and is fitted with a dash pot. The exhaust valve is of poppet type and operated by an eccentric from the secondary shaft. The exhaust valves of the two cylinder engines are both operated by a single eccentric through a rocker arm, the valves being located between the cylin- ders. The governor is of the centrifugal ball type, being is so arranged that the removal of four nuts separates the whole. The joints are ground and require no packing when the valves are replaced. The arrangement of the exhaust valve is such that the exhaust pressure is util ized in lifting the valves, practically obtaining all the benefits of balanced valves. A very smooth and quiet operation of the valve gear is thus obtained. The engines are sometimes fitted with a hot tube in place of electric spark igniters, these being made from special imported material which will last from six to eight months. With the electric igniter a Goodson magneto is used and the spark can be advanced or retarded while the engine is running. The same intensity of spark is produced when starting as when the engine is running at full speed. The machine operating as a combined unit, that is simultaneously supplying power and compressed air, may be instantly converted into a simple gas engine while running. This is especially desirable in shops where both power and compressed air are required, the former continuously, while the latter only intermittently. The compressor can be thrown into commission at any time without stopping the engine. The combined straight line gas driven compressor ix 736 also furnished in a portable type, in which form it is especially adapted to the needs and requirements of contractors. The engine is identical with that used on the stationary outfit. The equipment consists of the engine and compressor, one gasometer, index gas stop, one air stop, one air tank fitted with pressure gauges, necessary piping, &c., all being mounted on a strong, sub- stantial four-wheel truck of special design and construction. — +e The Pennsylvania Railroad Equips Altoona High School. A new development in industrial education is being tried out in the Altoona High School at Altoona, Pa. The industrial department of the school has received equip- ment as a gift from the Pennsylvania Railroad Company that places it in this respect on a par with the foremost technical schools in the United States and far in advance of many of them. A four-year course is planned, which will afford in a public school opportunities for training that have been open heretofore only to students of the technical schools. The railroad expects to secure from the high school can- didates for its shops who will enter them on a footing between that of the regular and special apprentices. The city of Altoona secures a splendidly equipped industrial school, perfectly adapted to the needs of a population, the fourth of which is employed in railroad shops, yards and offices. A. E. Karlson, director of the High School Department of Industrial Arts, began his work in Altoona after a long training as student and teacher in the Massachusetts In- stitute of Technology, Western Reserve, Berea and other American schools, supplemented by a knowledge of the best industrial schools of Sweden, Germany and England. His first manual training school in Altoona was a small basement room. Now Mr. Karlson has under his charge an industrial school, the several departments of which occupy the largest part of a city block. A thorough training in mechanical drawing is to be earried out along with the shop work through the four- year course, which includes bench work in wood or join- ery, wood turning, pattern making, foundry practice, forging, chipping, filing and machine shop practice with power tools. The actual equipment of this “railroad high school” is perhaps the best evidence of the advanced ideas it rep- resents in industrial training, aside from the railroad’s co-operation with the public school authorities. The fol- lowing list includes only the main features of the equip- ment of each department: Drawing Room: Twenty-five 36 x 48 in. utility adjustable drawing tables, ive combination 37 x 50 in. drawing tables, elec- tric blue printing machine, wringer and an ample supply of all necessary drawing instruments. Bench Woodworking Room: Twenty single benches, 5 ft. by 24 in., fitted with standard tail vises and Emmert cabinet mak- ers’ vises, complete outfit of small tools made by Stanley, Buck and Disston; one Oliver wood trimmer, three S. R. & L. miter machines, 12 sets of carving tools and many special ones. Glue and Finishing Room: Besides the usual equipment of clamps, &c., this room has 12 anvil vises for light metalwork in connection with woodwork. Mill Room: One 24-in. Whitney surface planer, Oliver uni- versal saw bench, Beach patent scroll saw, Oliver hand planer and joiner, Victor 1S8-in. by 10-ft. patternmakers’ lathe, and Oliver Star brazing lamp and forge. Pattern Shop: Bighteen Oliver 12-in. swing speed lathes to turn 24-in. between centers, eight double benches with special vises, Oliver wood trimmer with all attachments, motor driven grindstones and small tools, including everything needed by a first-class pattern shop. Foundry: One 32 x 36 in. natural draft brass furnace, Millet patent core oven, gate cutter and complete equipment for both bench and fioor molding. Forge Shop: Twenty-four Sturtevant down draft forges, Beaudry power hammer and completely equipped anvils and benches. Machine Shop: One Lodge & Shipley 16-in. by 8-ft. patent head engine lathe, two 6-ft. Lodge & Shipley lathes, Le Blond engine lathe, Blount speed lathe, Brown & Sharpe universal mill- ing machine, Gray spur-geared planer, Cincinnati crank shaper and upright drill press, Chicago wet tool grinder, benches with special ironworkers’ vises and a complete outfit of tools by such makers as Starrett, Morse Twist Drill Company, Armstrong, Brown & Sharpe, Strelinger and others. THE IRON AGE The shops have been laid out by Pennsylvania engi- neers in conjunction with Director Karlson. There is no belting or shafting, in most cases the motors being di- rectly connected or built as a part of the machine. There are in all 39 motors, ranging from % tv 15 hp. The in- stallation, experts have said, ought to be an education in itself, and the machinery, it will be noted, is not that of the ordinary manual training department, but of the most up to date machine shops. With this equipment and ex- March 7, 1907 . pert instruction it is reasonable to expect much from this first instance of co-operation on a broad scale between a railroad and a public school. ———4+o—__ — The Worcester Metal Trades. The fifth annual meeting of the Worcester Branch of the National Metal Trades Association was held at Worcester, Mass., February 28, with a large attendance of members. President George F. Brooks was in the chair. The report of Treasurer J. Philip Bird showed a prosperous financial condition, there being a balance on hand of $919, with all debts paid. Secretary Donald Tulloch reported 50 active and 13 associate members, the latter being employers of labor in other than metal trades and therefore not entitled to full membership, though given the various benefits accruing to regular members. The increase of membership in four months has been 16, including the Fitchburg manufacturers, who chose to enter the Worcester Branch rather than to establish one of their own. The Worcester Labor Bureau has had a most useful and prosperous year. From Octo- ber 4, 1906, 4698 applications for work were received, mostly from unskilled labor, the scarcity of skilled work- men continuing unabated. During this period 1566 re- quests for workmen were received from members. The election of officers for the ensuing year resulted as follows: President, George F. Brooks, Harrington & Richardson Arms Company; vice-president, Edward M. Woodward, Woodward & Powell Planer Company; treasurer, J. Philip Bird, Hobbs Mfg. Company; secre- tary, Donald Tulloch; executive committee to serve two years, John R. Back, F. EB. Reed Company; Frank L. Coes, Coes Wrench Company; Charles Fosdick, Fitch- burg Steam Engine Company, Fitchburg; for one year to fill the unexpired term of Milton C. Snyder, resigned, Charles D. Harrington, Harrington Cutlery Company, Southbridge, Mass. The annual banquet will be held in Mechanics’ Hall, Worcester, the evening of March 28. The hall is a large one, and a heavy attendance is expected. The principal speaker will be Chancellor James R. Day, of Syracuse University. The Worcester Branch is conducting a series of indus- trial talks at Fitchburg for the benefit of the Fitchburg members of the association. The fourth of the series was given Saturday evening last, when George I. Alden, of the Norton Grinding Company and the Norton Com- pany, Worcester, made an address on “ Socialism.” ~ a The American Blower Company’s Growth.—When a manufacturing concern, after showing remarkable growth for a number of years, can report an increase in one year of 40 per cent., there must be some peculiar merit in its product and its manner of doing business. The American Blower Company, Detroit, Mich., is en- joying such phenomenal growth that it is worthy of special note. A large addition to the steel plate fan shop is about completed and will be ready for occupancy in 30 days, and at the same time the company’s architects are at work on a large addition to the power plant and to the engine construction department. This is the way it has been going for some years. One addition has fol- lowed closely upon the heels of another until the com- pany now, unfortunately, has no ground left to grow on. But a few years ago the engine department of this com- pany was almost a side line, but since putting on the mar- ket its new vertical, self-oiling engine, which has met with exceptional success, that department is taking first place and is forcing an entire re-arrangement of the plant- March 7, 1907 THE An Improved Chisholm & Moore Trolley Hoist. The trolley hoist illustrated was originally designed for dismounting 3-in. guns on shipboard, and has taken a form that renders its use possible where headroom for operating is limited. The distance between decks being contracted, it is necessary to raise the gun close up to the track, and the minimum distance obtained with this hoist, 9 in. between the gun and beam, is claimed to be less than with any other. The movement of the trolley is positively controlled by a pinion, worm gear driven, which meshes a rack under the track beam, the object being to prevent the gun from getting out of control when the ship lurches in a seaway. The hoist was invented by E. Y. Moore and has been added to the already ex- tensive line of kindred apparatus built by the Chisholm & Moore Mfg. Company, Cleveland, Ohio. Fig. 1, herewith, gives a side view of the trolley hoist, which shows how closely the load may be brought to the trolley, and Fig. 2 indicates the advantage of the worm gear racking feature, the load being under control even with the track at a decided angle. This simple and com- Fig. 1—A 2-Ton Gun Handling Hoist, Built by the Chisholm & Moore Mfg. Company, Cleveland, Ohio. pact mechanism for shifting and holding the trolley in any position is the principal difference between this hoist and those previously built by this company. One nearly as new has a similar hoisting mechanism, but in- stead of a worm racking attachment is provided with means for clamping the trolley to the edges of the track. As the illustrations show, the trolley is intended to run in the usual way on the lower flange of an ordinary I-beam, and is. provided wi