The Iron Age 1907-07-04: Vol 80 Iss 1

THE iblished —— — ol. 80: No. 1 eading Matter Contents ... page 57 \iphabetical Index to Advertisers ‘‘ 300 lassified List of Advertisers s =6©290 \dvertising and Subscription Rates‘ 84 ESTES Shaft, Couplings M'?d by Forster Pulisy Works The American Mfg. Co. Ropes and Twines 65 Wall Street, hie York Bristol’s Patent Steel Belt Lacing SAVES Time, Belts, Money. Greatest Strength with Least Metal Send for Circu- lar O and Free Samples READY TO APrLY FINISHED JOINT THE BRISTOL CO., Waterbury, Conn. | New York: 114 Liberty Street Chicago: 753 Monadnock Building SAMSON SPOT CORD Also Massachusetts and Phoenix SeePage 231 Brands ““°ON CORDAGE WORKS, Boston, Mass. PO RNBUCKLES eS Branch Office, 11 Broadway. New York. Cleveland City Forge and iron Co., - Cleveland, O. TURN BUCHEIES. Dee MERRILL BROS. =OUNDRY Brooklyn, E.D., N.¥ IRON. Girard Building, Phila. Machesney Bidg., Pittsb’g Empire Bldg., New York. TERNEPLATES Does the ultimate consumer realize that the coating stamped on each plate is a protection to every Thursday Moraing by David New York, Thursday, July 4, 1907 IRON AGE Williams Co. 14-16 Park Place, New York. Single Copies, 15 Cents. \\\\ = \ i hMer 1 MD Wi Hil y) i Jed ‘ate, IT FIRES FIVE SHOTS IN ONE SECOND AND CAN BE RELOADED IN _ ONE HALF SECOND G RIFLE P CHOULRA TOLOAD fora Big game hunters have need rapid fire rifle, “ big for the biggest game.” The new Remington Autoloader meets the requirements. lt is extremely accurate and delivers 5 smashing knock-down blows in one second. Big game hunters have judged the Remington SUPERIOR .35, and .30-30 Remington calibres. Are yu STOCKED? They SELL. > 2° eC Ilion, N. ¥. New York City. Remington Arms Company, - Agency, 315 Broadway, WATER TUBE O64e Babcock @ Wilcox Co. 85 Liberty Street BOILERS See page 65 New York THE LARGE AND STEADILY IN- CREASING DEMAND FOR ‘‘THE CAPEWELL ”’ HORSESHOE NAIL Is attracting wide attention among HARDWARE DEALERS who appreciate the fact that a large demand results in QUICK SALES; quick sales in more frequent DIVIDENDS, and a higher him in that he is assured of get- ting what he pays for? The coating is plainly marked yn each of our brands, a list of vhich can be found on page 17. AMERICAN SHEET & TIN PLATE COMPANY annual RATE of INTEREST upon every dollar invested. Made by The Capewell Horse Nail Co., JENKINS 96 SHEET PACKING The Original Unvulcanized Packing. Suitable for all steam joints. Not only does it make a tight joint quickly, but it makes a joint that wi///ast. Made in sheets, and also, to order, in GASKETS cut to any size orshape. All genuine is stamped with Trade Mark as shown in the cut, and is guaranteed. JENKINS BROS., New York, Boston; Philadelphia, Chicago, London “Swedoh” Cold Rolled Stel cecer‘n, DraWiNg ew Stamping THE AMERICAN TUBE & STAMPING COMPANY SEE 95 Water and Rail Delivery) BRIDGEPORT, CONN. PAGE MAGNOLIA METAL Best Anti-Friction Metal for all Machinery Bearing. Fac-Simile of Bar. Beware of imitations. MAGNOLIA METAL CO. Owners ~ xd Sole Manufacturers. 113-1145 Bank Street, * ‘qo, Fischer widg. NEW YORK. Hartford Conn. San Francisco, Montreal and Pittsburg. We manafacture all grades of Babbitt Metals at competitive prices. $8.00 a_Year, including Postage. 76 rm y 2 THE IRON AGE cea ‘SHEET The ume & Aton Mg. BRASS“, we| Sheet and Roll Brass and COPPER * rod | WIRE WIRE Printers’ Brass, Jewelers’ Metal, German Silver and Gilding Metal, GERMAN | = , Conser Rivets aad Beree Pins, Brass Butt Hinges, Jack Chain, Kerosene SILVER | WIRE Burners, Lampe, Lamp Tetmanings, Gs 279 Broadway, NEW YORK aeeaiin amon som Seon Sty CHICAGOILL TUBING, BRAZED BRASS AND), Rolling mitt Factories THOMASTON, CONN. | WATERBURY, CONN. OO AT Ask for our stock sheet of Coke anc Charcoal Bright Tinplate. We have at all times odd and regular sizes in two cross and heavier—instock, which we will sell at a sacrifice. FOLLANSBEE BROTHERS BRONZE TUBING : : : : : COMPANY SCOVILL MFG. CO. pittsburgh ||| WATERBURY BRASS CO., eee WATERBURY, CONN. hie eae Manufacturers of 99 John St., New York. Providence, R. |. Bolts and Tubes, ; Brass Shells, Cups, Hinges, Bridgeport Deoxidized Bronze|| _ ®e*tons: “em? Goods. Special Brass Goods to Order. « Metal Co. FACTORIES: WATERBURY, CONN. TIN PLATE anc SHEET STEEL BRIDGEPORT, CONN. DEPOTS: NEW YORK. CHICAGO. BOSTON. Phosphor and Deoxidized anal anna Bronze Henry Souther Engineering Co. — Vell B commas HARTFORD, CONN. Composition, Yellow Brass an 4um!=| Consulting Chemists, Metallur- num Castings, large and small gists and Analysts. DEEP DRAWING anc STAMPING STEEL a specialty Complete Pnysical Testing Laboratory. ___ Expert Test Testimony in Court and Patent Court and Patent Cases, Matthiessen aeneeoe > HOTT, Rutter & 60. SMELTERS OF SPELTER 256 Broadway AND MANUFACTURERS OF NEW YORK SHEET ZINC AND SULPHURIC ACID. Small tubing in Brass, Copper, Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Steel, Aluminum, German Silver, Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. &e. Sheet Brass, Copper and German Silver. Copper, Brass ZINCS FOR LECLANCHE BATTERY. and German Silver Wire. Brazed and Seamless Brass and Copper HN Ficce | ' We EARL ae: Copper and meass Toe INISHE | = . 105 or Pris we Chicago. PHONG ELECTRIC SAV Om TROIVA OC ULIDU SS CET AS ESSE TORE: CUTIE mele Raber On Short Notice WIRE. “IT's TOUGH.” TROLLEY, | | TELEPHONE GERMAN SILVER Seon onan Aiea mle and The Seymour Mfg. Co., - - Seymour, Conn. TELEGRAPH a8 LINES. K HER | eentaat—te - andttts,,, BRIDGEPORT BRASS COMPANY, . . 2 onn. S eet be wm ie ork. Belleville Copper Rolling Mills, MANUFACTURERS OF ; a PHOSPHOR -BRONZE Braziers’ Bolt and Sheathing COPPER / GERMIGN SILVER COP PwrEBR Wins A= RIivbtTs,| THE RIVERSIDE Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. METAL CO. 49 CLIFF ST., NEW YORK. RIVERS! E, NW ee a a eS ie THE IRON AGE New York, Thursdcy, July 4, 1907. A New Fosdick Boring, Drilling and Milling Machine. An improved form of mill- ing or tapping at any angle. known as the style D No. 2 horizontal boring, drilling and milling machine, is now being built by the Fosdick Machine Tool Company, Cin Cinnati, Ohio. It is ordinarily arranged for a driving speed, which can be had by belt or gear connec- tion to a constant speed motor, but if desired a five-step cone pulley can be substituted to give changes in driving speed. The work supporting member is a 42 x 127 in. bed plate tongued and bolted to the base, which carries the tool for boring, drilling, single is transmitted through a gear box affording are easily and obtained through The drive positive changes in speed, which noise lessly made. this box and the head, making ] rev. per min. By means of a friction device of powerful Six changes of speed are range is doubled by two changes on the 2 possible spindle speeds from 4 to 260 toggle type. placed between the back gear and the speed changing device. the entire machine may be started, stopped and reversed without injury. The spindle sleeve bearings are large in diameter and long, and bushings through which wear is conveniently taken up. The spin- dle sleeve is fitted with a threaded collar of large diam eter, which carries a device for securely tightening the The spindle bar is consist of adjustable taper bronze spindle bar centrally in any position. The Style D No. 2 Horizontal Boring, Drilling and Milling Machine Built by the Fosdick Machine Tool Company, Cincinnat! tool proper. The column carrying the saddle has a wide scraped bearing on the upper surface of its base and is held down to a sliding fit by adjustable gibs. On this column is mounted the spindle ‘head, which also is gibbed to a sliding fit on a wide scraped surface. The longi- tudinal travel of the column on its base is 62 in., and the vertical travel of the spindle head is 54 in. The spindle head is counterbalanced and can be adjusted by the pilot wheel, or can be raised and lowered or the spindle fed by power. Eight rates of power feed, all re- versible, are provided, and they can be applied to feed the column horizontally on the base. the spindle head vertically on the column, or the spindle horizontally. In a similar manner the same movements can be effected by hand through the pilot wheel—i, e., it also can be used to run the column forward and back, raise or lower the spindle head, or advance or retract the spindle rapidly. For heavy milling it is preferable to feed the cutting tool by moving the column backward or forward on its base, as this throws the strain of the cut upon a screw of suit- able diameter and lead having ball thrust bearings. This feed is controlled by the lever, which plays over the semi- circular guide on the front of the base. t in. in diameter, has a No. 6 Morse taper socket and has a 30-in. travel by hand or power. The bedplate carrying the universal table and out- board bearing contains an inserted rack which is engaged by pinions operated by ratchet wrenches on the out- board bearing and universal table to move those parts to and from the spindle. The horizontal movement of the outboard bearing parallel to the main bed is operated by a second rack and pinion, while the vertical move- ment is controlled by a crank and screw. For the hori- zontal movement of the column, the vertical movement of the spindle head, all movements of the outboard bear- ing and the horizontal movement of the spindle, scales are provided to assist quick setting. The universal table has a 40 x 46 in. platen which can be tilted and swiveled to hold the work at any angle. <A hole bored through its center admits passing the boring bar through to the outboard bearing. The tilting and swiveling motions are imparted to the platen through a worm and worm gear in conjunction with a circular rack and pinion, and clamps are provided to rigidly hold all parts in any position. The weight of the entire machine is 21,000 Ib. THE IRON AGE July 4, 1907 Experiences with Limber and Stiff Rail Sections.’ Mechanical and Metallurgical Phases of the Question. BY ?. &. I made a brief comparison of the mechanical prop- erties of different rai] sections in a preceding paper, indi- cating that the stiffer sections would carry larger bending moments than the weaker sections, in distributing the wheel loads and generated wheel effects of locomotives and cars to the cross ties, ballast and road bed. The early limber steel rail sections of 33%, 4 and 4% in., and even those of 4% in. in height, 50 to 65 lb. per yard, dis- tributed only a small percentage of the wheel effects to the wheel spacing, owing to their inadequate stiffness and strength. The major portion of the wheel loads was concentrated in passing upon each cross tie, which was Fig. 1.—Laminz of Metal Are Shown, with Slag Inclusions Crushing Under the Wheel Loads.—The cusp forms at the point of weakest resistance—a slag inclusion of large dimensions—then by shearing: the ehecks develop upward and transversely under the rolling loads, separating and expanding the upper layer of metal in the bearing surface from the core of more or less fragile segregated metal underneath, thus starting the vertical check. cut rapidly in the rail seats and disturbed the ballast and roadbed. The average generated kinetic effects of the rolling wheels on the limber rails doubled or trebled their static loads, and this enhanced the destructive work upon the track, augmented the train resistance and cost of main- tenance of motive power, rolling stock and track. The static wheel loads of the locomotives and cars did not increase sensibly over those developed upon the iron rails, owing to inability to maintain the tracks as smooth as de- sired, even under the weights as then constructed. Stiff rail sections were designed to carry locomotive and car wheels % to 1% in. higher above the cross ties than the limber rails, by the use of only 25 to 50 per cent. more metal. Stiffer, stronger and smoother tracks have made it possible to more than double the wheel loads and expended tractive effort of the locomotives upon the same roadbeds in the past two decades. The first 100-ton passenger locomotive did not go into service until 1890, six years after the first 5-in. steel 80-lb. rails were laid in 1884. Experience with [ron Ralls. The strap iron rails of 70 years ago were able only to establish locomotion for light wheel loads, and failed when they reached 2 and 3 tons, owing to the generated wheel effects in rolling over the irregular surfaces of the rails and to the undulations of the track. The iron T sections failed in the fifties and sixties, when the wheel loads had developed to 10,000 and 12,000 Ib. and the speeds to 30 or 40 miles per hour. The physical properties of the metal, with its 114 to 2 per cent. of included slag and imperfect welding of the bars * From a paper read at the Atlantic City meeting of the Amer- ican Society for Testing Materials, June 21, 1907. + New York Central & Hudson River Railroad. DUDLEY.?7 composing the pile, were inadequate to prevent crushing and laminating in the bearing surface under the rolling wheel loads. The utmost care in manufacture, either in England, Wales, or this country, could not make iron rails which would long endure heavy traffic. It was not carelessness, incompetence or dishonesty of the iron masters, as often alleged, but the fact that the work re- quired of the metal exceeded its physical properties, and fatigue, failure and fracture were the inevitable conse- quences after short service. The operations of the railroads, due to the commercia! demands and development of transportation in 30 years after their inception, outgrew the physical properties to be obtained in iron rail sections. The heavier iron sec- tions failed with greater rapidity than had the lower and weaker sections under the same service. The heads of the T-rails were then made pear-shaped, to prevent breaking down under the wheel loads. But this did not check it. There were similar effects to those now experi- enced with piped and split rails under the heavy wheel loads. The First Bessemer Rails. The failure of the iron rails to sustain the wheel loads in the bearing surface, and their fracture as gird- ers for distributing the loads to the cross ties, was a subject of earnest solicitude to the railroad officials, and Bessemer steel rails were welcomed and extensively used. Their cost for many years limited them to light and flex- ible sections, which carried and distributed only smal! bending moments. The intensities of the wheel contact pressures per square inch were also small, and moderate physical properties in the steel were ample for the serv- ice, while the rate of wear was slow. The positive bend- ing moments under the wheels did not reach 200,000 inch-pounds over 10 or 12 times daily, while the estimated intensities of the pressure per square inch in the bearing Fig. 2.—Shows the Vertica! Check Developed Until the Head is Split-—The layer of metal in the bearing surface unchecked ver- tically at either a or b; the split widens as it expands trans versely, for the metal underneath becomes the anvil for the blows delivered by the rolling wheels. surface were under 80,000 lb. from measurements of static loads. Important Gains from Stiff Sections. To raise the bearing surface of the rails above the cross ties % to 1% in. higher than the limber sections may seem smal] in the sense of dimensions; but when utilized in the design of sections of rails, with correspond- ing proportions of metal, the mechanical properties se- cured for carrying and distributing heavier wheel loads increased their capacity 50, 100 and even 200 per cent. in the different sections. The gain due to the enhanced me- chanical properties in the sections, saving destructive work to the cross ties and roadbed, can be secured only July 4, 1907 by a greater intensity of pressure under the wheel con- tacts, and increased work of the sections as girders to distribute their loads. For this proper provision must be made in the physical properties and soundness of the metal used. The positive bending moments in the stiffer sections are 60 to 100 times daily over 600,000 inch-pounds in some 100-lb, rails, under the heavier wheel loads and high speed trains. The percentage of the wheel loads distributed to the wheel spacing is greater and the total bending mo ment produced by the wheel effects augments the wheel contact intensities two or three times their former amounts in the light sections. The depression of the stiffer rails from the truck- men’s surface is from 1 to % in., compared with %& to 1 in. under the former light and limber rails. The maxi mum deflections in either case occur at or near the joints. THE IRON AGE 3 New York and Chicago, separated by 960 miles in dis- tance, are but 18 hours apart by train on stiff rails. The expended tractive effort has increased from 500) to 1200 or more horsepower—a decided factor in aug- menting the wheel contact pressures, bending moments and consequent stresses in the rails as girders. The steel bridges installed with the limber rails for an expected life of a century have been replaced by those of more than double capacity for wheel and train loads, to realize the benefits of the stiff rails to handle the un- expected development of traffic. Strength and Weakness of Early Rails. The experience with the early limber rails was that the quality for the light wheel loads was satisfactory, but their deficiencies were their small mechanical properties in comparison with the increasing wheel loads. Endur- ance shafts have been made from a number of those early Fig. 3.—-Side View of Rail from Which One Side of the Head Ilias Split, After 14 Years’ Service.—5-in. 80-lb. rail, rolled in 1892 and laid same year in track No. 1, main line, N. Y. C. & fracture. Hl. R. R. R., west of Savannah; relaid in track No. 4, 1903. Side of head detached and section broke as a girder February 24, 1907 lead lost high speed trains and 72,000,000 tons of heavy freight traffic. in hight %& in. for estimated 144,000 tons of Traces of slag in bearing surface but none on side walls of Fig. 4.—Piece Split from Head of Rail.—5%-in. 80-lb. rail, rolled 1892, laid same year, broke in February, 1907. Traces of slag in bearing surface, and the lines visible between of head. separated metal underneath. ‘l'race of minute seam in center Fig. 5.—Top View of Fig. 4.—The irregular line of fracture in the bearing surface plane of separated metal of the central core of the head are well defined. The dark streak in the rail, which indicates to the trackmen a split head is developing. The increased stiffness and strength of the sections give a smoother track, with firmer joints and less undu- lations, even when carrying the larger bending moments of the doubled and trebled wheel loads.: The percentage of generated destructive wheel effects on the limber rails has been reduced more than one-half by the stiffer and smoother rails, and this has enabled the static and pay- ing loads to be augmented in a greater ratio. Increase in Wheel Loads. The former 20,000-lb. capacity freight cars have been renlaced by those of 60,000, 80,000 and 100,000 Ib., the 60,000-Ib. being the light car of to-day, while the 100,000- Ib. is the standard for mineral traffic. The freight train load has increased from 500 and 600 tons to 3000 and 4000 tons and the volume of traffic in like ratio. The axle loads under freight locomotives have risen from 25,000 to 50,000 Ib., with four pairs coupled instead of two, and in the passenger service 55,000 and 57,000 lb. are common for recent locomotives, which attain speeds of 80 miles per hour daily to main- tain their schedules of 54 miles per hour including stons, and the bruised surfaces of the lower part of the bearing surface is the black rails which rendered 12 to 15 years’ service, and at 35,000 and 49,000 Ib. unit fiber stress they have sustained only from 600,000 to 3,000,000 rotations, excepting a single brand of steel, in which the elastic limits were from 52,000 to 56,000 Ib. When the ingots were worked into blooms under steam hammers their unoxidized blowholes were welded and formed solid steel as a rule for subsequent rolling into rails. This important fact, with the limited work required of the metal in sustaining the light wheel loads, has misled many railroad officials and investigators as to the essential physical properties in sound steel which are required in combination with large mechanical properties in sections, both for wear and as girders to carry the present wheel loads and high speed trains. The Demands Upon the Millis, The distances between the producer and consumer in this country are so vast that over 30,000,000 tons of steel rails are required in the 220,000 miles of main tracks, or nearly 10 times the amount in Great Britain. Our steel plants must be commensurate in size and 4 THE IRON AGE July 4, 1907 scope, and run at full capacity for the 5,000,000 or more tons of yearly output demanded. The mills have been remodeled, then rebuilt from time to time for greater output, as conditions of manufacture changed, and the unit of production per unit of time for the limber sec- tions has been multiplied several times for the stiffer and heavier sections. It is legitimate and proper to save all the time possi ble between the distinct steps in the process of manu- facture. Rapidity of operation does not cause deteriora- tion in quality until the essential time for a step in the process is unduly reduced. The Bessemer departments have not been enlarged proportionately to the other parts of the mill, but the converters have been driven faster. and, after recarburizing the blown metal, the time ior complete chemical reactions and escape of the slag has been reduced unconsciously before teeming of the ingots. The reactions but partially complete themselves in the setting steel of the ingot, and the slag, oxides and gases are often entrained instead of eliminated. The minute globules or particles of slag from the re- actions, which are caught in the columnar structure, also in the secondary zone of blowholes, with or without as- sociated oxides, are important factors in the checking oi Fig. 6.—End View of Split Head of 90-Lb. A. S. C. E. Section. cC., C., C. & St. L. R. R.—-Roiled in August, 1905: laid in Sep tember, 1905, and removed July 27, 1906. the tender skin of the ingots in blooming: also in the subsequent tearing of the flanges, as their extreme edges must slip in the passes of the rolls. The percentage of second quality and condemned rails is increased by these conditions. Cause of Split Heads, The slag and occluded gases in connection with seg- regated metal are important factors in split heads of rails. These develop after a short or long period of service, depending upon the thickness of the metal in the bearing surface, over the entrained slag and occluded gases. The paper already mentioned, Vol. 5 of the Pro- ceedings, stated : The splitting of the head in the earlier rails was in nearly all cases traced directly to a pipe in the ingot. These conditions still exist: yet there are numerous instances in which the ‘ pipe,” so-called, did not develop in cooling, but does in service, in unsound metal for the central] core of the steel [in Figs. 1 > and 2 herewith]. Pieces break from the side of the head, in steel where such decided liquation has occurred in the ingot as to make two or more grades of steel in the head. Continued examinations have been made of numerous fractures of split heads, designated by the trackmen as “pipes.” These did not develop in cooling of the metal at the mill, but after short or long periods of service in the track. This type is the most frequent in the rapid increase of failures from so-called “piped rails” of re- cent manufacture. The shrinkage of the metal in ¢ool- ing at best is only a minor factor as a contributing cause. Moreover, the split heads are not confined to rails from the tops of ingots, but have been found in less numbers from all the rails of the ingot, where they have been lettered or numbered for subsequent identification From a rolling of 10,000 tons of September, 1900, of the A. S. C. E. 80-lb. section by July 1, 1906, 9.61) per fg I Ry ep ag A a iE Fig. 7.— Side View of Same Rail as Fig. 6.—Segregated metal shows but not the slightest trace of a pipe. Seven minute threads of slag were counted in the thin layer of separated metal of the bearing surface. cent. of the rails had been removed from the track for split heads. Subsequent rollings are showing split heads, though the percentage of removed rails is not yet as high of the same brand. From a rolling ot 3000 tons in September, 1903, by another mill, over one-fourth of the rails were removed in 1904, of which a large per cent. had split heads in connection with otherwise decided!y unsound metal. Threads of Slag. Rails were taken from the track which indicated a split head had started to develop and slag was found as a series of minute flattened longitudinal threads in the thin layer of metal in the bearing surface over the de- veloped vertical check in the metal underneath, as illus- trated in Fig. 1. Were we to request our mechanical engineers to supply mechanism to split the rail heads Fig. 8.—Side View of Piece from Side of 5%-In. 80-Lb. Rail, Rolled 1901, broken March 15, 1907 This was a piped rail from a well defined cavity in the ingot, the side walls oxidizing in heating. The piece was detached by the spreading of the metal in the bearing surface they would be unable to furnish in so few parts accumu- lators of such destructive forces. The illustration in Fig. 2 shows the separated metal in the bearing surface as expanded sufficiently to com- plete the check from the upper to the lower portion of the head. The cusp point by the expanding of the metal sidewise is now located slightly beyond the first check. The under side of the expanded metal shows the shearing and stretching from the repetitions of the numerous wheel loads in passing over the rail. g ba ee ir a Ln a TN EL July 4, 1907 Chemistry and Mill Treatment. The composition of the steel rails shown in Figs. 3 and 4, is carbon, 0.55 to 0.60; manganese, 1.00 to 1.20; silicon, 0.10 to 0.15; phosphorus, not to exceed 0.06; sulphur, not to exceed 0.07. The copper, which was not specified, aver- aged in those rails 0.7 to 0.8. The iron was remelted in cupolas, and the temperature of the heat in the con- verter regulated by 1800 to 2000 Ib. of scrap, charged be- fore the receipt of the molten iron. The bath was re- carburized in the converter and the metal poled in the ladle by thrusting in a green wood pole. It was 1 or 2 min. before teeming of the ingots commenced; the ladle nozzle was 1% iin. in diameter, and 6 or 7 min. were consumed in pouring the 10-ton heat in five ingots, 15 x 15 in. square on the base and of sufficient length for three 30-ft. rails. The ingots were charged into hori- zontal furnaces, rolled direct in 18 passes, 344 min. from first blooming to the finishing pass. The hot rails were sawed 1% in. longer than for present practice, spaced 6 in. apart on the hot beds and turned after recalescence of the head. Five hundred thousand tons of rails of that charac- ter were made, with the exception that for the 100-1b. THE IRON AGE 5 of steel of a high degree of porosity the metal will flow sidewise to the outer edge without making a split head. The rails of the composition above mentioned have rendered excellent service as girders, rarely breaking in extreme cold weather. The explanations in reference to Fig. 4 also apply to Fig. 5, as part of the same rail. The pieces of rails in Figs. 6 and 7 illustrate split heads from the breaking of a thinner layer of metal in the bearing surface than that in Figs. 5, 4 and 5. The rail failed after 11 months of service. The ingots were teemed with a 3-in. nozzle. Dry Air for the Bessemer Converter. My records show as a general observation that rails rolled in August and September, when there is so much humidity in the air, have developed split heads in greater numbers than those rolled during the winter season. The moisture per cubic foot of air in August and Sep- tember is often as high as 5 or 6 grains, while it may not be one-half of that amount during the winter weather, The use of refrigerated air in which the moisture was reduced to a low limit would be preferable in the Bes- semer converters. Bach ton of metal converted requires Fig. 9.—Longitudinal Section of Split Head of 100-Lb. Rail, New York Central Lines.—Rail rolled in May, 1903, laid in the following June in Grand Central yards on inbound main track, and removed June 12, 1907. Removed from track for the pur pose of tracing the split in the head before the surfaces were in the bearing surface. completely oxidized. Minute layers of slag have been noticed Fig. 10.---Shows Definitely Traces of the Segregated Metal Surface.—The split had extended 10 ft. in length in this rail, three feet further. The lower dark surface of the section is The minute curved lines as the fracture proceeded may be sections the carbon was raised 5 to 10 points and the manganese about 10 points higher than for the 80-lb. rails. To date only 18 specimens are known to have de- veloped what may be termed split heads or “ piped rails,” as generally understood by the latter term. Rails from the Top of the Ingot, The rails from the ingots were lettered A for the top rail, B for the second rail and C for the third. These letters can be found in the tracks, and, as would be ex- pected, the A rails have a larger percentage of impurities than the B-or C rails. They wear faster, developing more surface defects, and at several points upon the road, under heavy traffic, after 10 and 12 years’ service. have become practically worn out for main line traffic, while the B and C rails are still good. I do not wish to convey the impression that no more split heads will occur in these rails. As the bearing sur- face becomes worn down from year to year a number of heads will probably split from the causes already indi- cated. It should be stated in reference to these defective rails that many times the minute quantities of slag in the bearing surface, without a larger blowhole in the secondary zone, do not always produce a split head, but the surface wearing away the metal flows laterally from the bearing surface without splitting the rail head. It is also well known that where the rail head is composed but Without Seams, Except Those Immediately in the Bearing and probably in another month would have extended two or from oxidation from the openings below the head of the rail. noticed in this specimen. approximately about 0.6 ton of air to be blown through it, and with a large percentage of moisture it affects the physical properties of the metal by a greater inclusion of gases. The practice of many mills with direct metal to use a jet of steam to regulate the temperature of the blowing metal in lieu of serap is decidedly objectionable and injurious to the resulting product. The piece of rail represented in Fig. 8 was broken from the head of a piped rail. The side walls of the pipe, which had been closed in rolling, were oxidized in the soaking pits. ‘The failure of the rail, however, was due to the spreading of the metal in the bearing surface. as already indicated. Seams from inclusions of slag are visible on the under side of the head. This type of split heads from a well defined pipe was common in the early steel rails, in which the ingots were cooled before being charged into the furnace. Fig. 9 shows a section of split head of a 100-lb. rail having minute layers of slag in the bearing surface. These are just visible under magnification of 25 diam- eters. Seams which have developed in the bearing sur- face are noticed in this view, as well as in Fig. 10, which is from the same rail. The tonnage which had passed over this rail is estimated at 350,000,000 tons. In Fig. 10 definite traces of the segregated metal appear, but without seams, except those immediately in the bearing surface. The metal while segregated is comparatively 6 THE IRON AGE sound, as indicated by the enormous tonnage it carried. The loss in hight from service is about \& in. Segregation and Split Heads. The percentage of split heads can be decreased by giving the metal in the ladle more time for the slag, oxides and gases to escape before teeming than is usual in the present rapid practice. It needs only a return to the older methods of allowing more time after recarbur- izing for the chemical reactions, escape of the slag, ox- ides and other impurities to improve the soundness of the ingots. In the large ingots, those of 20 x 21 in. or 24 x 27 in. on the base and comparatively short, the stee! ean be made to set sounder and better than in the small- er bases and proportionately longer ingots. The escape of the slag must be in the ladle before teeming to pre- vent it being entrained in the skin of the ingot. The segregation in the larger ingots with the longer time of cooling seems to be more pronounced, but, unless layers of slag are found in the exterior portions of the head of the rail, split heads have not so far been as numerous in that type of ingot as in the ingot of relatively smaller base, but longer. The number of seconds and condemned rails is also proportionately less. The heavy wheel loads of the present service must be expected to affect the metal in the bearing surface more quickly than was the case with the lighter loads on the limber rails. It is quality and sound metal that is re- quired in any form of section at the present day to sus- tain the high speed trains, heavy wheel loads and large expenditure of tractive effort. The 75, 80 and 100 lb, stiffer rails, which were made with 0.06 phosphorus. and 0.50 to 0.65 in carbon, have sustained the present heavy traffic for a number of years in the bearing surface without undue wear, and bave not broken as girders under the high speed trains, heavy axle loads and the large expenditure of tractive effort. The failure by the breaking down of the rail heads has been traced in all cases to unsound metal, rather than its distribution in the section. The failure of recent rolled rails in the heavy sections, either as to rapid wear or breaking of the heads or the entire sec- tion, seems to be due to inadequate physical properties in combination with unsound metal. To sustain the heavy service and with the large output denianded it is more difficult to make a rail, owing to the lack of time for the necessary steps in the process, rather than to deficiencies in the processes themselves, except as to the high phosphorus and sulphur. The high phosphorus, even with low carbons and cold rolling, makes a metal of greater fragility than was produced with the lower phosphorus and higher carbons, when rolled even at the higher temperatures of the preceding decade. Compression of the ingots would check the segrega- tion of the metalloids in those of large dimensions, and the discard required for sound metal would be small. The metal for the rail can be an alloy, and a range in physical properties can be secured for wear and for girder service with greater toughness to resist shocks in zero or lower temperatures. The metallurgical problem is one limited by cost, since we are not now confined to a single metal, as was formerly the case with iron rails. Progress in trans- portation will not be limited by specifications, but will meet the commercial demands with larger factors of safety for the future. Oem While high speed steel has proved very useful for lathe and planer tools, milling cutters, reamers, &c., it has not yet shown the same practicability for taps, threading dies and chasers, which cannot be ground after hardening. The reason is that most grades of high speed steel have to be raised to such a high tempera- ture when hardening that the sharp edges of the tools are practically melted away; and, as a rule, unless a tool can be ground after hardening, it is almost useless for eutting purposes. It is not meant by this that it is im- possible to make taps and threading dies from high speed steel, but the difficulties encountered in success- fully hardening these tools are such that manufacturers hesitate to make them. July 4, 1907 A Proposed 100-Pound Rail Section. The designing of new rail sections- has been under way in various quarters recently, manufacturers, rail- roads and consulting and inspecting engineers all being occupied with the problem. In all cases the aim is to provide more metal in the rail base. Capt. R. W. Hunt, Chicago, who is secretary of the American Society of Civil Engineers’ Committee on Steel Rails, has given con- siderable study to the report that committee will present at the society’s meeting in the City of Mexico, July 8, and has designed a new 100-Ib. rail section. From the Engineer- ing News we reproduce the accompanying data, with an illustration of the proposed section, which differs ma- terially from the American Society of Civil Engineers type. The narrow head and the thick flange, the latter narrower than the prevailing type and containing even more metal than the head, are the special features of the Hunt section. It is stated that it has been designed with New 100-Lb. Rail Section Designed by Capt. R. W. Hunt. a view to rerolling under the process of E. W. McKenna. After the second rerolling the new 100-lb. section would come to an 80-lb. section of similar proportions. In the following table the dimensions of the new section are com- pared with those of other 100-lb. sections: Dimensions of Heavy Rails. Am. Dudley. Soc. (N. Y. Cen- A., T. & Be AU ois, s tas 6 06's we hale Hunt. C.E. tralRy. 8S. F. Ry. Weight per yard, pounds...... 100 100 100 101 ee 6 5% 6 5% Width of base, inches........ 5% 5% 5% 6% Width of head, top, inches... 2°%/1 2% a 2°/16 Width of head, bottom, inches 2°/,, 2% 3 2°/16 Side of head, slope.......... Vertical. Vertical. 4° Vertical. Depth of head, inches........ 1” /s0 14 /e, 15% 1% Hight of web, inches......... 371 /o 35 /as 333/32 313 /¢, Depth of base, inches........ 15 /e 81 /s9 81/30 13 /e Thickness of web, inches..... °/16 9/16 19 /g0 9/16 Thickness of edge of base, oo oe a hits, brn lakh 6 with T 5/16 5/6 oe Hight to c. of bolt hole, inches. 2° /y. via a 25% Radius, top of head, inches.... 12 12 14 12 Radius, top corner of head, in. % 5/16 5/16 3/16 Radius, bottom corner head, in. % 1/16 1/16 1/16 Radius, top fillets, inches..... 56 % 4 A Radius, bottom fillets, inches. . 3% A 5/1 4 Radius, corner of base, inches. 1/16 1/16 1/16 a Radius, sides of web, inches.... 12 12 14 32 ee ee rere Vertical. Vertical. Vertical. Vertical PRUE, CNMI, ono ona wed we win 4tol 13 14 13° Metal in head, per cent....... 36.07 42 40.8 Metal in web, per cent........ 23.00 21 23.5 Mctal in base, per cent....... 40.93 37 35.7 The moment of inertia of the section shown is 48.39. The cross section is 9.87 in. divided as follows: Head. 5.56 sq. in.; web, 2.27 sq. in.; base, 4.04 sq. in. It is stated that the new section has been adopted by a large railroad system. but no rails have yet been rolled under it. eee nals tee age July 4, 1907 New Becker-Brainard Milling Machines. The Nos. 25 and 26 plain horizontal milling machines inade respectively with and without back gears, are new products of the Becker-Brainard Milling Machine Com- pany, Hyde Park, Mass. They were particularly designed to machine small parts made in large quantities, such as are used in small arms, typewriters, sewing machines and electrical machinery and apparatus. In the con- struction of the new models special attention has been given to making the feed works strong enough to trans- mit the full power of the driving belt and withstand the rough usage to which these machines are subjected. This new feed is driven by belts from the spindle of the ma chine, through a train of gears so arranged that the velocity of the belt is sufficient to drive all feeds that the main belt will allow. The changes of feed are ob- tained by four-step cones and by interchanging the feed driving pulleys on the back of the machine, the available THE IRON AGE i ~ so that it may be swiveled around its centers, allowing the brace to be removed without removing any bolts. This clamp is made fast to the brace by friction, which gives a more rigid hold than the old style bolt washer and slot arrangement, and affords a much stiffer support. The arm, which is a solid steel bar, is adjustable length- wise. These machines are equipped with a rigid box knee and with a telescopic elevating screw, hence the machine may be set in any position without regard to the beams in the floor construction, as the screw does not project below the floor line. The base of these new machines has been designed on the same lines as the other Becker- Brainard machines, and is extra heavy to absorb vibra- tion. The spindle cone and back gears are of the com- pany’s standard design, the spindle bearing being cylin- drical in form and the wear taken up by concentric com- pensating bronze boxes. As all new patterns were made for these machines, it The Nos. 25 and 26 Plain Horizontal Milling Machines Built by combinations giving eight changes from 0.007 to 0.1 in. per revolution of the spindle. The table is operated by a worm and hobbed rack, the worm being driven by a worm gear of large size and worm of coarse pitch and correspondingly high efficiency. lor disengaging the feed a new and novel drop worm mechanism is used, by which the worm is thrown out of mesh with the gear and leaves in a paih at right angles with its axis, overcoming the fault of the old style gravity drop worm of clinging to the gear by friction alone. It also equalizes the wear on the worm gear teeth. The worm is engaged and thrown out of mesh by the same lever. All in all, it is a neat, convenient and positive meaus of automatically disengaging the feed and stopping the travel of the table at a predetermined point. The table is also supplied with a hand quick return of 4 to 1 ratio, The knee of the new model has been lengthened suf- ficiently, so that when using a harness brace for support- ing the outer end of the arbor there is still left a cross range for the table equal to that of the old style ma- chines This harness is especially commendable in that it contributes to convenience as well as rapidity. It con- sists of a brace which is gibbed to the knee slide and a clamp that is fastened to the arbor supporting the yoke, the Becker-Brainard Milling Machine Company, Hyde Park, Mass has been possible to consider their appearance and give them symmetrical outlines. ‘“ a The New England Iron League enjoyed an outing on I'riday and Saturday last, which started with a dinner at the Boston Yacht Club, on Friday afternoon. In the evening the party left Boston on the steamship Governor Dingley for Portland, Me. At Oushing’s, on Saturday morning, a baseball game was played between the fat men and lean men. In the afternoon a special steamer was taken for an afternoon sail among the islands of Casco Bay. In the evening a special car conveyed the party from Portland to Boston. <A feature of this occa- sion was the printed programme, which was patterned after the ordinary advertising wall hanger. The pro gramme occupied the center of the hanger, while quaint ly worded advertising cards formed the margin. The whole arrangement was of the most humorous character. The Hamburg-American steamer President Lincoln, of 11,233 tons net and 17,540 tons gross, which has just reached New York on her maiden trip, is the first six- masted steamer since the famous Great Eastern to come into the harber. > eee 8 THE IRON Powerful Renold Silent Chain Drives. Two rather remarkable applications of Renold silent chain drives for high speed power transmission have re cently been made under different conditions and in widely separated parts of the country. To the Seattle & Malting Company, Seattle, Wash., belongs the dis- tinction of installing the largest silent chain drive in this country—a 325-hp. parallel transmission to refriger- ating machinery; and under the supervision of William M. Piatt, assistant city engineer, Columbia, S. C., srewing a single strand Renold silent chain drive has been put in to operate a Worthington centrifugal pump from a_ hori- zontal turbine at a speed of 1755 ft. per minute. The two chains for the brewing company are run side by side on single wheels 14 ft. from center to center, the load being uniformly distributed by Dodge spring centers on Fig. 1. The and the driven wheel. The speed is 1100 ft. a minute. pump drive measures 11 ft. 7 in. center to center, has a capacity of 225 hp. A Renold silent gear, as it is termed by the American manufacturer, the Link-Belt Company, Nicetown, Phila- delphia, Pa., consists of the silent chain and specially cut sprocket wheels. The links, stamped from high carbon steel, are held together by hardened steel pins and bush- ings, which provide the maximum bearing surface for a given width of chain. It is due to the peculiar forma tion of the links and their method of contact with the wheels that quiet running is obtained, and the stretch that may result from is compensated for. It is claimed the chain will run equally well in either direc- tion and that it is not adversely affected by heat or cold, or damp or oily situations. I ier wear Owing to the difficulties which have been experienced by the contractors and construction Francisco in securing prompt delivery of steel bars for reinforced concrete structures, it will be of interest to companies of San AGE July 4, 1907 the trade in that iocality to know that Henshaw, Bulk- ley & Co., San Francisco, will, in the future, carry from 200 to 300 tons of all sizes of twisted and plain steel bars in stock at their warehouse. The firm recently con- tracted with the Rogers-Shear Company, Warren, Pa., for a large portion of the output of its Franklin Mil), so that shipments will go forward to San Francisco each week. ee —— New Henry & Wright Sensitive Drills. Several important improvements are contained in the new model sensitive drill presses made by the Henry & Wright Mfg. Company, Hartford, Conn., notable among them being an entirely new spindle pulley construction. and a change in the idler adjustment. The new ma- chines are built in from one to eight-spindle sizes (an ex- An Eight-Spindle Sensitive Drill of the New Model Now Built by the Henry & Wright Mfg. Company, Hartford, Conn. ample of the latter is given in Fig. 1) and with different distances from the centers of the spindles to the faces of the pillars to drill to the center of 14, 19, 24 or 30-in. circles respectively. In the new spindle pulley the hub is made extra long and the ball cases are constructed in one piece, as shown in Figs. 2 and 3. In making the latter the cylinder is first bored from a solid bar and a ball race is turned in each end, insuring perfect alignment and confining the wear to the ball cases and the cones exclusively. When the pulley is assembled with drive blocks, ball cases, cones and balls, it may be handled as a unit and may be placed in position in the pillar or removed at will by adjusting two screws in the pillar head. This drive is almost noiseless and frictionless and promises indefi- nite wear with proper use. The idler used to raise or lower the belt to the desired step on the spindle pulley is operated:by a bayonet catch which is simpler than the hand screw formerly employed, and makes it impossible to adjust the belt half way. A new form of shipper brings the handle as near as prac- July 4, 1907 ticable to the operator and on multiple spindle drills is operated by handles at both sides of the machine. The pillars have been enlarged in the new models and admit heavier weights to accelerate the return of the spindles. The weight of the castings throughout the machines has been increased to give greater rigidity, and all spindles are furnished with 1%-in. noses to give them strength sufficient to use large drills. The eight spindle machine shown in Fig. 1 is prac Fig. 2.—-Detail fig. 3.—The One-Piece Ball Case Used in the New Henry & Wright Sensitive Drills. tically two four-spindle machines combined on one base which is made in box form for the sake of rigidity. There are two tables instead of one, as in the other sizes, and both are furnished with heavy telescopic screws for rais- ing and lowering. The two tables enable the operator to handle irregular shaped jigs or work and support them squarely by adjusting the tables to different heights. The machine is also provided with a separate tight and loose pulley for each set of four spindles, so that the one side may be adjusted for tapping and the other for drilling. A small two-piece pulley is furnished when desired, to be clamped to the rear shaft, fitting under the small diameter of the driving pulley, to reduce the drilling speed sufficiently for tapping. a Witherbee, Sherman & Co. of Port Henry, N. Y., and No. 2 Rector street, New York City, have been appointed sales agents for the Cheever Iron Ore Company. THE IRON AGE 9 The Burtt Friction Clutch. The friction clutch shown is especially adapted for securing to the end of the crank shaft of a gasoline en- gine, or other source of power, and is used without a tloor stand or other support than the shaft. Only a very slight change is necessary to fit the clutch to any style of flange or shaft. The pulley can be made of any size or face needed, and is cast solid with the friction band, no set screws or keys being used, which makes it lighter und stronger. The extension hub from the friction drum The Friction Clutch Made by the Burtt Mfg. Company, Kala mazoo, Mich. over which the pulley is direc