The Iron Age 1918-07-18: Vol 102 Iss 3

STABLISHED 1855 New York, July 18, 1918 Chilean Railroad Shops of American Design Which Won Plans, Prize from European Engineers, Repré sent the Best OR many years past the Chilean State Ra ways found themselves badly handicapped in their efforts to keep their road in facilities. As th ] railroads grew in importance this had | good condi tion by the lack of proper shop ecorme the principal source of an increasing and disproportion ate cost in their operating expenses. In 1913 very progressive and one might say novel step was taken. To assure themselves of the benefit of the experience available in the leading industria: coun tries they instituted a prize competition and pul licly invited the leading engineers in Europe ar the United States to prepare plans, specification and estimates on a complete general repair shop, eM Practi the $20.000 First ce in This Countr \ WAT Vit! al ipproximate riy Te tive ear and ! ] ‘ passenvel a re nt cal he vork had ‘ ibn +} n & L} } r French, and it rratif e that those submitting pla ind spe t vho were Europeans, there we \merical competitors and ty re ting ne Nile Re prize of $20.000 he econd prize ‘ d ded equally between a Belgian and an Eng concer! Vention might be made of tl tact tnat t? r tre German competitors were ICce The Chilean State Railways the tne ext step, and, basing their own plans and per fication on th S that were aw raed first DY ‘ tne isked Ani Puvwar vARE Arrangement of Tracks and Buildings Assures Ready i Shops of All Units Undergoing Repair rted directly into the locomotive repair shop central location of the general warehouse makes for least delay, near the forge shop, so minimizing the loss of steam the use of outdoor cranes, supported mainly 131 Materials from the adjoining ‘ SS Supplies and the Stead Progre Through Yards foundry, blacksmith shop and warehouse are trans- The car repair tracks, supply buildings and shops are alongside the main line and the power house, similarly placed for efficiency, is supplied to the hammers. The grouping of buildings on the columns ofthe buildings permits i A NN AEN A COT It 8 132 for two tenders, one for the complete machine-tool equipment and the other for the buildings. The Niles-Bement-Pond Co. was awarded the contract for all the machinery and cranes, and a Dutch con- struction company received the contract for the buildings. The shops are now under construction a short distance out of Santiago, the capital of Chile, and when finished they will not only be the most com- plete and modern railroad shops in South America, but will compare with the best in this country. The general arrangement of the buildings is shown in the accompanying plan. The location of the site being parallel to the main line of the railroad, al- lows the construction of a double entry yard, in which the entrance to the different departments is from one end and the exit from the other. The shops have been so designed that they are sus- ceptible to enlargement in the future if necessary. The buildings have been grouped in such a way as to permit the use of outdoor cranes. A large part of the space served by these cranes will be used for storage of large pieces, such as boiler plates, tires, wheel centers, frames, etc. The columns of the buildings are so placed that they serve to support the outdoor runways wherever possible, and reduce the cost of the runway correspondingly. The ma- terials will be transported between the buildings by means of electric trucks running on well paved passages, which will eliminate the using of narrow- gage tracks with their complicated switches, etc. system of Layout of the Locomotive Repair Shop The locomotive shop is of the cross-pit type and is located in the center of all the buildings which have relations with it, such as the foundry, forge shop, warehouse, power station and office building. It is 270 ft. wide by 615 ft. long, having five bays; the two outer or erecting bays contain 38 cross pits. The machine shop is located in the center of the building. Each erecting bay will be provided with a 120-ton crane for traversing locomotives and be- neath the large cranes there will be 10-ton stripping cranes. Between the erecting and machine shop bays are two storage bays where the driving wheels, trucks, etc., for each engine can be located, leaving the space around the engine free of obstruction. These bays also contain the heavy machine tools, such as driving-wheel lathes, frame slotters, heavy planers, etc., and the lye-cleaning vats, all to be served by 15-ton traveling cranes. The machine shop proper is located in the center bay with 5-ton cranes running overhead. In order to save the excessive expense and space of installing tracks, provision is made for the entry of the locomotives into the shops and for their de- parture, by means of either one of two turntables placed just outside the building. These turntables are so located that a locomotive may enter the shop from either end of the yard by means of either turntable without crossing the other In addition to the crane service the shops have other facilities for handling the work. There is an industrial railroad system of 5-ft. 6-in. gage (being the gage of this railroad) which runs through the heavy-machine or storage bays on each side of the building and connects with the track for the flue cars which is of the same gage. This track also communicates with that of the foundry located at one end of the locomotive shop and with the forge shop at the other. The two tracks are connected at the center and at each end of the building by means of cross tracks and turntables. THE IRON AGE July 18, 191 So far as practicable the machine tools workin; on castings have been located along the track com ing in from the foundry and the tools for machin ing forgings are placed along the other. track run ning in from the forge shop. Arrangement of the Machine Tools The latest and most scientific practice has been followed in arranging and classifying the machine tools. Instead of grouping together the various classes of machine tools, such as planers, lathes, drills, shapers, etc., these machines are located in groups determined entirely by the different classe: of work which have to be performed and by the se- quence of this work throughout the shop. By means of this arrangement the work to be done will be classified according to the natural division which it necessarily occupies in the repairs. The boiler and tank shops are located at one end of the locomotive building, enabling the same cranes used in traversing locomotives to transport boilers for general repairs. The machine-tool equipment of the boiler shop is located in a wide transverse bay at one end of the building, served by an overhead 15-ton crane. This equipment is divided into two parts, that of the plate shop and that of the flue shop. The plate shop has an equipment sufficient for the repair and construction of complete boiler shells. It is provided with a hydraulic riveter of special construction for the rapid riveting of entire boiler shells. This riveter is served by a 30-ton electric traveling crane. The flue department is provided with all the ma- chines necessary to cut off and weld the flues and has also a large capacity machine for cleaning them. This is placed outside of the building. From here cleaned flues are brought in to be cut off and have the new ends welded on. The Foundry The foundry and forge shop are so located that the material may be conveniently transported from the locomotive shop or to the car shops. The foun- dry is designed for a daily capacity of 25 tons, but it is possible to reach a maximum capacity of 35 tons. The foundry building is divided into three longitudinal bays, the central one of which will be much wider than the side ones. The central bay where the heavy molds are made and poured is served by two 15-ton traveling cranes. There are in addition three 1-ton wall cranes. In one of the side bays are located the brass foundry and the light molding floor, served by two 5-ton traveling cranes, The charging platform of the cupola is placed in the center of the other side bay. At one end of this bay is the cleaning room and at the other the carpenter shop for repairing flasks, and between the latter and the cupolas are two departments, the core department and at the same side of the cupolas the steel foundry. The trusses of that part of the roof over the charging platform of the cupolas are at a higher elevation than those in the rest of the bay in order to give sufficient space. The cleaning room is provided with tumbling barrels for cleaning small castings, which are equipped with an exhauster system for removing the dust. The large castings are cleaned by a sand-blast apparatus located out- side of the building in the casting storage yard. In addition to the crane service there is an auxiliary track of 24-in. gage which connects the different storehouses with the different parts of This track is also used by the cars The storage for sand, the foundry. for charging the cupolas. THE IRON AGE -O/ NOL-O2/ ee H F tT -_ 1 pou uopsid puR sUuOIsI4 4 S100} a1qR1U04 So Hay ) | ] l 1X | | mt u ui-7} rtre }UdLIIBdEp ANA “Pr, (440M 7 Peta} Bos) sared au aed eyRiq pue ssuyadg “1 SAapuUuy[A) * Sieapusa] puB sualiog ‘Ez a1 peaYISsEe}OUN |RuaUuer) ‘GI suo U inde RAQUaE) PI SHONAL “Ol ApeM ‘SeOUS ‘sOxOq BulAlaqd ‘+t seuTyo WIOM dt RI mMBAQGATY eT su mm tA \ puv SOA[RA a ('o)0 “Auroeuuog) spoy £ “Bul puUuB s[00] e@IGRMO0d “72 9 ‘suld }JOQARIS I IO speey 1) S SVUIBRI Sy “F oO umlood[OOT, “12 {JOM Ul i] O01 pu IAT BA nag sepins) “) XB PUR STIOUM I me mr SMO[[O] SB ™ eAuUBIIE BULL 19UAISep Sil 10] UOTZIEedUIOD 9YU SuUIUUIM Ul [BP }UeUINASsUL SEM INO UL 11d ssouo 1 2 | >} 0 LaBad AABAY 8) U 1ON ql sod I1\ lOyUS YUMUISYORIGC ey) JBeaneu - ‘SAUISZIO] SNOSURI[S<OSIUL PUP ‘sen ‘Ssepuse) ‘S1eTIOg ‘“SyONA) ‘seyRuqg uid ‘sijoOqAN) 10 YAOM JOT oul i noj ay) save Ppa Boo] aa iap » OJ pur SAUIBI] 10] ‘Saved GATRA PUR BAATTA oo 10] @PISe as SUOTIOEeS oy) ‘eldurexXa a04 WT OF AVIUUITXOI YWesO,) Ul peor, pur (OMA TRIoedS a0 no jue by o7VUy 00] TORT JO Aurdnoary oy) SuUimoyus sotsaquy jo uri dOHS alVdaa AAILOWOOOT AHL 134 THE IRON 5 i ee cerseae ee ed - | a Structural Steel, War Prices and the Originally Designed of Railways to Substitute Re nforced Concrete Even for the Co F AGE July 18, 191 Difficulty of Obtaining Deliveries Decided the Chilean Stat umns and Crane Runways of the Locomotive tepair Erecting Shop scrap iron and pig iron and other materials is outside of the building in the material storage yard, and there is also a space for the scrap breaker. The foundry has been so designed that the cranes of the central bay can run out of each end of the building through special openings made for this purpose, and continue over the yards on special runways. One of the yards which will serve for the storage of finished castings is located between the foundry and the locomotive shop. The yard at the other end of the building: will be used for the storage of flasks. The pattern shop is sufficiently near to the foundry to be readily accessible to the latter and at the same time sufficiently distant to re- duce the danger of fire to the minimum. The Forge Shop The forge shop consists of two bays extending the whole length of the building with a central line of support colurnns. One of the bays is devoted to the work of forging large pieces and to the depart- ment of springs and bolts. In the other bay gen- eral forging work will be done as well as frame and tool forging. In one part of the heavy forging department there has been laid out a group of equipment for re- rolling scrap iron which would otherwise be wasted. In the spring department there is a complete equip- ment for making springs, both spiral and eliptical. The bolt department has an equipment for the manu- facture of a quantity of bolts sufficient for both the lecomotive and car shops. In the bay outside the heavy forge department is located the general drop forging department. In the same bay and op- posite the spring department is the frame depart- ment. The storehouse is in the most central position to supply all the parts of the plant. It is also in a convenient position for receiving the materials and shipping them over the entire railway system. The power station also occupies a central posi- tion. It is placed near the forge shop to furnish steam to the hammers with a minimum loss in transmission. Routing for Car Repairs The freight cars to be repaired and those al- ready repaired are stored on tracks along the main line. The department for the repairs of freight cars is located immediately back of the storage tracks and is divided into three parts. In these are accomplished the different classes of repairs, including both heavy and light. The heavy or main repairs are made in the freight-car repair shop building, which is placed between the two yards that serve for the less important repairs. One of these is devoted mainly to the repair of wooden parts of the cars, and near it is found the wood shop equipped with a dry kiln, dry-lumber storage and lumber yards. The other yard serves mainly for the repairs to the metallic parts of the cars, including the trucks and wheels. The coach and car shops and the plate shops are laid out conveniently to this yard. The passenger cars to be repaired are placed on the storage tracks, which are also used for minor repairs. When a coach is to undergo heavy repairs, it is switched to a track running along the side of the coach and car shop to the transfer table, which serves both the coach repair and paint shop. Before placing a coach on the transfer table, it is first stopped in front of the coach and car shops and stripped of all its trimming; then it is placed on the transfer table and taken to the passenger- car repair and erecting shop. Upon leaving the re- pair shop it continues to the paint shop, which is directly opposite the former. When the painting is finished the fittings are put in place while the car is still in the paint shop, or it is returned to the fixture shop for this purpose. In one case or the other the car continues to the main line at the opposite end of the shop to that on which it entered. The dry-lumber storage is near to the entrance of the freight-car and passenger-car repair depart- ment. The layout of the buildings which have to do the supplying of lumber is such that the material passes in order through the dry kiln and through the dry-lumber storage building to the planers with- out useless motion. As it is necessary to handle a large number of wheels in the car department, there has been in- cluded a wheel pit. This is sufficiently deep so that the floor of the car on entering the pit is at the level of the surface of the ground.. The freight cars, which bring the wheels, enter the pit and the wheels are rolled out on to the tracks which com- municate by means of turntables with wheel and axle machinery in the machine shop of the coach and car shops. Here is where the wheels are changed and new tires put on when necessary. The design of the buildings was determined mainly by consideration of crane service, light, ven tilation and economy of construction. With ‘the exception of the storehouse and the office building. all of the buildings are of a single story and with very few interior subdivisions. 18, 1918 ginally the frame work of all of the buildings signed of structural steel, some having roof B : of the inserted V form, provided with moni- vhile others have roofs of the sawtooth form. fter the outbreak of the European War, how- he price of structural steel rose so considerably this, together with the difficulty of obtaining SE TRACTOR-TRUCK SYSTEM THE IRON AGE satisfactory deliveries, decided the Chilean Staté Railways to substitute reinforced concrete buildings for those of steel. Even the columns and crane run ways are to be made of this material. This is, i: deed, a bold step, but recent developments and ex perience along similar lines point to the entire feasibility of this construction is to operate in a very small space and to turn at s angles, and we have found that even on the sharpest ; _ ; a : turns the last trailer will not show an overtrack iT ns 7 go - ~ : , . + : Trains of Eight or More Trucks Can Turn in a jn. over the first one. s : Small Space The tractor trailer system has cut down labor | vense considerably rincipally because the men ne 5 BY E. L. HOWE pense c¢ sider ably, p incipall) ecaust he me é j leave their work to deliver th ads, except to take . 0 ; ‘ . ’ ‘ the plant of the Standard Malleable Iron Co., the trucks to the gangwavs where thev are picked Mich., is used an industrial haulage combi the tractor. omposed of a three-wheeled electric tractor, a Before we installed tl ysten he met Type Z, and the Howe truck, which was de pushing the trucks from one department to a in our plant to get away from the platforms especially on long hauls, they were clined to loit were used with the old style of lifting truck on the way, killing time waiting for one anothe t ft trucks and platforms took up too much room, pass, but this has all been done away with and we 1 we did not have the room to spare we set feel and see the difference, not only in the smoothe l leveloping a truck which would meet our needs. quicker operation, but in our payrolls, as we Our system of handling is simple, but effective. We merly it was necessary to clear the gangways f ff with our trucks in our foundry where castings truck, but now when it is cleared a train of eight tru 5 oken off into them. From here the man who does in tow of a tractor pass through : breaking pushes the truck from the molders floor It might not be out of plac entio ; the gangway and from then on it is handled by the ise to which we are putting our icks Che ; utilized to take the packing from our floors W 7 The tractor starts at the upper end of the foundry hovel the packing from the floo nto our t nd traveling through picks up the loaded trucks until which for this work are used with entirely diff has in tow a train of six or eight, which are then ent tray, and the packing is left in the tray until the cen over into the rolling room department, where men need it when the truck is pulled up alongside the! i | hey are dropped at their proper destination and the pot. This method insures us a neater roon 1 ( i ictor takes back a string of empties which are dis the material far handier I the men ti ret a ited wherever they are desired. The tractor also The new system has proved mo es into our annealing department, hooks to the vestion has been relieved, capacity has been increas« ie led trucks that are ready for and draws them to haulage costs have been reduced, and we fe hat E oft rolling room. It passes on through the rolling he men who have been replaced | he , to the trimming room, from the trimming room 1re more nearly earning the mont annealing room, and from there on to the n the plant the entire operation the material leaves the Wolf , ke . ‘ ore is being for in the Chinese dist nly when it is handled for rolling and trim Haif nae ‘ a ty oe me ; Ww ; ‘ of aifeng, Lufeng, u-ning, Kityang nd thu: \t ut 4 ist as it would have to do with any hand truck a f ‘a 7 i : — — i | . hirst 1t was und 1n small quantities nere 1 there : ve might use, and it may also be mentioned that + was found in small qua eet | . , a 3 : the surface of the ground, but recently i ex . icks are used in any number of ways in the a. coer a . ’ in vel aeposits has been established The Wuhu ; Q the day’s work. j C} lok | » trict (old name hangiok) : ye to contain the f ee We have found that by making a coupler and he a ; rel | ° est deposits It is claimed that “VOU boot! nave t on the back end of the truck we can connect ted } ; ‘ ai ; one . . peen erecte¢ as sneiter tor tne peop Who ive Tockeé d ' th other trucks and make a trailing train of any +} h of “black ae : : = , . 1ere in search o lack gold,” ; t commonly called e from eight to ten trueks. With a train of eight - : ee : P15 OF by the natives. With the development of the Wuhua , our tractor can turn in a radius of 15 ft.; : 1 Kit field eek teven? ‘ ‘ + : an¢ ityang heids, Swatow s importance as ; narket or light, it makes no difference. This permits : f Side increases, as it is the natural port of export for thes ; / . 7 Standard Malleable [Iron Co districts. . fel) & ° f Z| 7 . tf @ Ki ee Bie i 2 3 4 i i :! i ti rd a¢ H a. Yi vt Electric Tractor Hauling a Train of Howe Trucks in the Plant of the Standard Malleable Iron Co, Muskegor eB The trains can turn in small space : ; Lake Terminal Railroad Not Common Carrier Interstate Commerce Commission Decides National Tube Co.’s Railroad at Lorain Is a Plant Facility WASHINGTON, July 16.—The important issue as to whether industrial railroads maintained in connection with the big steel manufacturing plants of the country are entitled to allowances, cr divisions from the trunk lines has been reopened: by the Interstate Commerce Commission which, in a decision from which three of its nine members dissent, holds that the Lake Terminal Railroad, the plant railroad of the National Tube Co., is not a common carrier but is merely a plant facility and therefore is not entitled to allowances or divisions. In view, however, of the decision of the United States Supreme Court in the tap line cases and of “the many important and difficult questions so frequently arising out of the relations between the trunk line carriers and industries with industrial railroads” the commission suggests that the ruling in this case, which presents fairly characteristic conditions, should be promptly re- viewed by the courts in order that a definite principle may be judicially established for the guidance of the commission and all the parties in interest. Although the complaint in this case and the evidence adduced in sup port thereof related solely to the Lake Terminal rail- road and its connection with the National Tube Co. and Carnegie Steel Co., the issue has been regarded as of such general interest to the leading steel manufacturing companies that appearances were also entered by coun- sel for the American Steel & Wire Co., Jones & Laughlin Steel Co., Lackawanna Steel Co., Crucible Steel Co., Corrugated Bar Co., Jos. Joseph & Brothers Co., and others. Paying Allowances Discontinued Pursuant to the findings of the commission in the industrial railways case involving the plant railways of a large group of iron and steel industries, the trunk lines in official classification territory on April 1, 1914, discontinued the payment of allowances to indust1 railways for handling interstate traffic into and out of the respective plants by which they were owned or cor trolled. In a supplemental report, the the light of the ruling of the United States Suprem: Court in the tap line withdrew the ce announced in its original report and thereupon, on April 14, 1915, the payment of allowances was resumed on a commission in cases nelusions modified basis to certain industrial railways including the Lake Terminal railroad. The commission, however, has never formally approved the resumption of these allowances an in withdrawing its conclusions in the tap line cases it announced that it would “in the exercise of the duty pointed out by the Supreme Court, undertake at the earliest available opportunity to inquire into any of these allowances or divisions which may seem to be ~unwarranted or effect crimination.” In this proceeding the National Tube Co. sought to secure reparation on its in-bound and out-bound inter state traffic that moved during the period from Apri 1, 1914, to April 14, 1915, basing its demand on the claim that during that period it paid the switching charges of the Lake Terminal railroad in addition to the line haul rates of the connecting carriers. The com- plaint, therefore, is really directed against the trunk lines by which prior to April 1, 1914, these switching charges were absorbed. The primary question, there- fore, is whether the I.ake Terminal railroad is in fact a common carrier. unreasonable or to unjust dis Conditions at Lorain The evidence shows that the Lake Terminal railroad is the plant railway at the Lorain plant of the Tube company and both companies are owned by the same in- terest. Except in the matter of its great size, that plant and its plant railroads are characteristic and typical of many plants and plant railroads scattered Case Will Be Reviewed by Courts throughout the country; and the considerations which compel the commission to deny the demand of the Tube company for reparation in this proceeding, and to hold that the continued payment of allowances to its indus trial railroad is unlawful, involve a principle that must be understood as having equal application at other sim lar industries. The National Tube Co., the commission says, belongs to the class of plants that occupy many acres of ground covered by a large number of buildings and structures In addition to its tube mills, there are also rolling mills, rail mills, blast furnaces, open-hearth works, Bessemer works, a large ore dock, a dockyard, a brickyard, and a large yard for the storage of rails. Within the plant area is an intricate system of standard and narrow gag: tracks connecting the various buildings and different parts of the plant property. There are also severa groups of storage tracks in the plant that are shown on a map as yards. All these plant tracks, both standard and narrow gage, are used in one way or another in the manufacturing and internal processes of the industry At convenient places near the plant gateways, hav: been established the plant interchange tracks, which are sufficient to accommodate a large number of cars. Th: plant is surrounded by a fence, but that fact the com mission regards as of no special or controlling im- portance; without a fence it would still be a plant in the sense in which that phrase is here used. The right of way of the Baltimore & Ohio Railroad forms the western boundary of the plant, and the inter- change tracks just mentioned between that carrier and the plant are quite extensive and were formerly inside the plant, but, as the result of a purchase of land by th« Baltimore & Ohio from the Tube company or its indus trial railway, now intmediately adjoin the plant. The nterchange tracks of the other trunk lines lie outside the eastern boundary of the plant. The line carrie: deliver the cars at and take them from these severa plant interchange tracks; and this the commission re gards as their duty under their line-haul rates even ‘ases where that may involve a switching service. Th industrial railway takes the cars from the interchang' or storage tracks and moves them to various points thin the plant as required. The industrial railway also moves loaded and empty cars from different points within the plant and delivers them to the line carriers at the plant interchange tracks. For this service by its industrial railway during the period of the action, between the interchange tracks with the line carriers and various points within the plant, the Tube company demand reparation from the line carriers. "The Car negie Steel Co., the only other complainant, demands reparation on shipments of iron ore handled through the plant by the Tube company’s industrial railway and delivered on the interchange tracks to the line carriers The sole question for determination is whether an al lowance therefor out of the line carriers’ rates is law ful; or, to put the inquiry in another form, where does transportation by the line carriers under their line-hau rates begin and end in the case of an industrial plant like the one described? Not Accessible to Public In analyzing the contention that the Lake Termina! Railroad is a common carrier, the commission says: The Lake State ct Ohio as Terminal Railroad Co. is incorporated under But excep! is not accessible to the public. Its completely plant aws of the a railroad company 1 very limited way it racks are not only enveloped by the plant b ire inclosed within a fence; the industry is thus securely protected against any demand upon its plant ra way by the public for a service of transportation, and the lant railway is enabled to devote its facilities and entire J 18, 1918 to serving the proprietary industry, as was appar- tended a lacework of standard gage and narrow gage tracks into and about various parts of the plant and all d within the plant and inaccessible to shippers, with ocomotives and 700 or 800 cars of various kinds i: ere is little basis for the contention that the Lake Railroad was intended to be or has a real and “a tial opportunity to be anything other than a plant That is its actual daily function for the controlling he commission points out, however, that even a e t facility under Section 15 of the Interstate Com- Act may lawfully have an allowance out of the er’s line-haul rate when performing a service of ive for it. In this case the evidence shows that g the non-allowance period covered by this con- rsy the service commenced and ended at the sev- plant interchange points indicated in the tariffs trunk lines, which fact, the commission asserts, ts the claim of the complainant that the Lake Ter- Railroad was entitled to an allowance out of the haul rate. faking up the complaint of the Carnegie Steel the line the commission says e evidence shows that these carriers transported ke iron ore to the complainant’s furnaces at sev- points in Ohio and Pennsylvania from the plant tracks of the Lorain plant of the National » Co., but during the period in controversy did not rb the charges of the Lake Terminal Railroad for in moving the ore from the dock within the igainst carriers, nange ervice to the plant interchange points, but collected \ . . . r line-haul rate from the plant interchange points, f \ - the charges of the Terminal company to be paid by the Carnegie Steel Co. in addition to the line-haul rates. The Carnegie Steel Co., therefore, contends that fi it was overcharged to the extent of the Terminal Com- pany’s charges. Unlawful Contributions Notwithstanding these facts, the commission de- ides that the defendant line carriers “lawfully and properly provided that their rates on this ore of the Carnegie Steel Co. commenced at the Tube company’s plant interchange tracks, and any allowance at this time for a service, which we find from all the facts of record not to be a part of a service of transportation, would be an unlawful preference of the Carnegie Steel Company.” The commission, therefore, holds that the present tariffs of the line carriers should be adjusted accordingly. In summarizing the case, the commission ays: suggested that the outcome of the conclusions here hed will be “an immense increase in freight charges paid rendered.”’ It logical of the to prevent unlawful with no increase in the service hippers d, we think, be a sounder and more view that the outcome will be line carriers in the form of free tion to SAV butions to industries by lee or allowances, and to place upon industries an connection with their industrial operations which line nse in inv cases is now being borne for them by the LOWS find loading and unload- hereinbefore Railroad Co., is a plant which may be and that any carriers out of the that has been said, and we that performed between the plant and the plant d, by the Lake service of transportation from all points interchange tracks Terminal ind is not a in and paid for out of the line isions by the line rates line ces or di t of such plant service is unlawful and would accour and unjust dis- therefore be undue unreasonable preferences ons These dismissed complaints must order will be entered directing the line-carrier and desist for a period of two years to cease making any such allowances or divisions Dissenting Opinion y Commissioner Hall, who submits an elaborate dis- ting opinion, draws an interesting parallel between service performed by the railroads involved in the line cases and that of the Lake Terminal Railroad. the tap line cases, the Supreme Court held that the t that the great bulk of the traffic over the tap lines that of the lumber companies owning the lines did ‘ determine the fact whether they were or were not THE IRON AGE common carriers, and in this eonnection Commissioner Hall cites the evidence that the Lake Terminal Rail- road during the twelve and a half months in contro versy carried the goods of 33 shippers beside the Na tional Tube Co. He also cites the fact that the Lake Terminal Railroad was held to be a common carrier by the Ohio Public Service Commission, and for a number of years “has been treated as a common car rier by the trunk lines both before and since the period during which the absorptions were canceled.” Chair man Daniels and Commissioner McChord join in the dissenting opinion w. L. ¢ An Automatic Rack for Soldering Irons To support and protect electric soldering irons when not in use, the Cutler-Hammer Mfg. Co., Milwaukee, has recently developed an automatic rack and control panel. The amount of current taken by the iron is de Placing the Soldering Iron on the Reduces the Current Passing Hook Support Automatically through the Iron and Prevents Overheating, while the Full Strength Is Available as Soon as the Iron Is Removed from the Hook, thus Avoiding anys Delay in Heating creased when it is placed in the rack after being used, thus to prevent the iron from overheating, to avoid burning out heating units, to effect savings in current consumption and also to encourage orderliness by pro- viding a convenient connection place and support for the iron. The rack acts on the same principle as the telephone receiver hook. When the iron rests on the support, resistance on the back of the panel is inserted in the circuit with the iron. At the bottom of the panel, a push-button snap switch and a standard receptacle to which the plug of the soldering iron cord is connected are provided. A special type of pliers for cutting very hard wire. such as is being used in the barb-wire entanglements between the trenches, has been brought out by Kraeuter & Co., Inc., Newark, N. J. The new tool is a one-handed affair 11 in. long and weighs 16% oz. It is stated that this tool will take the place of a 24-in. bolt cutter re- quiring two hands for its operation which was the only available tool that the United States Engineering Depot could find after a search of three years. The Independent Filter Press Co. has removed’ its offices from 47 West Thirty-fourth Street, New York. to 418 Third Avenue, Brooklyn. = pee i y : $3 | } ig ca 5 ; ; , ‘ ' ' ’ 1 » 2 fF rs | i 2 ta . oi ." : OP ot Sr Ope ae ~ cya een poceears — — ae Fi i A RQEMERN Aa i a a a i ar ll ci rr ee aR at wT. a ele pone ee af eS ee — me- os ee ae Real Results of Americanization Schools Youngstown Sheet & Tube Co. Finds That Efficiency Has Been Promoted and Will Start Additional School at Hubbard Furnace N accordance with its practice of affording to its em- ployees every advantage in the way of increasing their efficiency, promoting their happiness, and up- lifting their ideals of life in the workshop and in the home to the American standard, the Youngstown Sheet & Tube Co., Youngstown, Ohio, early in 1917 established a system of free schools. This system was the result of much thought, and was designed primarily for the benefit of the foreign-born employees in all depart- ments of the mills, but at the same time it was deemed wise to offer its opportunities to others than employees of the company, and to also include among those to be benefited by it the women connected with the holds of non-English-speaking workmen. With this end in view, through its industrial rela- tions department, the company opened on Jan. &, 1917, in the Gordon Avenue School Building at East Youngs- town, where most of its foreign-born employees reside, house the first of these schools. The initial enrollment con tained the names of more than 90 men and a few women. The organization was completed under the direction of George B. Fout, who, as supervisor, has since that time had charge of this school and the addi tional schools conducted at East Youngstown, Struth ers, and the camp community on the of the main plant. The course consists of reading, writing, spelling, grammar and arithmetic. At the beginning, six teach- ers were employed, and the first term, beginning on Jan. 8, elosed the first week in Juhe. During this period regular sessions were held on Mondays, Tues- days and Wednesdays. The first from 8.30 to 9.30 in the morning, was intended for men employed from noon until midnight, the second from 3 to 4 in the afternoon, for those employed on the night turn; and the third session, from 7.30 to 9 o’clock in the evening, for men employed on the day turn. Women were admitted to all these sessions and encouraged to attend those which were most convenient south side session, session, ; Classes in Citizenship In addition to the regular sessions, special classes for instruction in citizenship, civics, and kindred branches, were conducted on Thursday of each week. These classes were especially designed to assist appli- eants for citizenship, and in them were taught the un derlying principles of American government. The rela- tion of the individual to the village government, and that of the village to the city, the State, and the nation, were brought out as fully as possible. During the first year 50 per in these schools attended every session, unless they were detained by their employment or by some other cause, and the success of the movement was such as to lead to its extension at the opening of the second term, which was done during the first week of September, 1917. At that time additional schools were established in the Holy Trinity parish schoolhouse at Struthers and ina building erected for that purpose at the large indus- trial camp near the main south gate of the works. The enrollment at the beginning of the second term had risen to more than 200, and contained a few addi- tional women. In spite of the fact that special efforts have been made to enlist the interest of foreign-born women in these not much has been achieved, probably because of their many home duties. cent f all who enrolled Ol iil schools, success Enthusiasm of Teachers The increase in the number of schools led to the em- nlovment of 14 teachers during the 1917-1918 term. These teachers were selected chiefly from among the teachers of the public schools of the city of Youngs- town, and were paid only for the time they were a ally engaged in the work. Very much of the success of the schools has been due to their enthusiastic dey tion to this work, and it would seem that one of th conditions necessary to the efficient operation of suc! schools is a spirit similar to that shown by they teachers. During the second term, embracing the period fr September, 1917, to June, 1918, attendance at th: classes was even more satisfactory than during th: previous term, and the results accomplished toward \mericanization of those enrolled were appreciab); better. During this term about 175 men who had bee: attending these schools entered the military and naval service of the United States, either by enlistment o: through the operation of the selective service law, an during the same period more than 200 employees of the company made application for American citizenship Gratifying as this fact is, it had the effect of reducing somewhat the attendance at the schools, since the im- pression was created that such attendance was in some way likely to increase liability to military duty. Ney ertheless, during this period not less than 500 men an women attended these schools at various times, and the greater portion of them showed marked progress in a knowledge of the English language as well as of Amer- ican customs and ideals. A feature of the instruction which was found most beneficial was that along the lines of home ideals and sanitation. Vocal music was also encouraged in the schools, and had a _ beneficial result each year Special Exercises At the closing df the term special exercises were held, including addresses, music, and the presentation to those who had been faithful in their attendance of a certificate attesting the appreciation by the company of their desire for self-improvement. At various times during the terms, dinners and en- tertainments were given in connection with these These were attended by the president, one er more of the vice-presidents, and other officials of the company, as well as by about 75 superintendents and foremen. Some of the latter were accompanied and all mingled freely with the pupils At the last of these about 450 persons attended, and the gathering resulted in much encour- gement for the movement. schools. by their wives, 1 of the schools Arrangements have been made for the continua- tion of the schools already established and the starting of an additional school at the Hubbard furnace of where it will be available for the em ployees of those furnaces as well as for those in a large industrial camp located in that vicinity. It probable that during the coming term, which will oper on the second Monday in September, the services of least 20 teachers will be required. the company, Results of Inquiry During the last term efforts were made to secu! practical evidence of the value of these schools from a! industrial standpoint. Fifty check numbers were s lected from among those assigned to workmen attend ing the schools, and these were submitted to the ge! eral superintendent, who caused to have made, throug the superintendents and foremen of the various partments in which these men were employed, a! investigation as to the effect of their attendance at the schools. In every case it was found that these men were among the most efficient, careful and satisfactory work- men in- their departments. In view of this fact the company has made an effort to have it generally under- stood among foreign-born workmen that their attend- 138 , 18, 1918 THE IRON AGE these schools will be appreciated, and will re to their benefit as employees. he general observation may be made that these regarded as among the most successful with any industrial plant in the country, owe tion of their success to the peculiar conditions at this plant, where a very large portion of reign-born employees live in the village of East estown, and form practically its entire popula- \s a general proposition, experience suggests his Americanization work can be efficiently and nically performed through the public-school sys- ind wherever it is possible to secure proper co- on on the part of the officials this is ibly the better plan. Difficulty will be found in ng out such a plan in many places, particularly con- school Makes It Possible ere neither the revenue of the schools nor the public of the school boards is such as to induce them ike on the additional burden of Americanization [Thomas Meters for Coke Oven Gas at Toledo ‘as from the coke oven plant of the Toledo Furnace being used by a number of industrial plants at Ohio. This gas is purchased and distributed : e Toledo Railway & Light Co., and for measuring Thomas built by the Cutler-Hammer Co., Milwaukee, are in use. There are two meters ed at the measuring station at the plant of the ympany and the other five were installed at ants of the Willys-Overland Co., the Mather Co., and the Libby Glass C meters he War Trade Board -has placed graphite crucibles list of restricted imports. All outstanding for the importation of graphite crucibles have revoked as to ocean shipments after July 15, 1918, no licenses for the importation of this commodity shipment after that date will be granted for the of the calendar year. Imports of graphite are idy prohibited. the L139 ; : ; Steel Loading and Shipping Deck To enable freight cars to be utilized to the fu ‘ pacity for the transportation of autor n trucks, tractors, etc., the Carbo Steel Products C Chicago Heights, IIl., has develope: ga ship ping deck. This is built up of structural steel members and it is pointed out can be used either h a box o1 flat car for increasing the capacity from 60 to 100 per cent. This is made possible by enabling a double decked. The decks are made in one type or it beside being available for any type of car, may be used clined loading. In assembling the decks prepara use, all of the bolts are tightened and lock washers used : The decking is then placed around the ght load ' a 4 H " } ih | ' ? (a 4 .7 _— fF } { . 3 ; ho . i ; reel f ' ' : 7 : Load either Box Flat Car ’ ' : the floor, Say a vehicle, and the upper one 1s vung into place as illustrated. For box car loading the proces is reversed and the upper automobile is hoisted into position 01 the decking by endless ropes runt throug! the spokes of each whee! underneath the hubs and pas 4 ing over four lifting blocks. It pointed out that th ‘a | wheels need never be taken t the [ n the ippe! tier, although sometime t s fou iesirable to re move the tires and compress the spring Adjustment are provided i tne decks to ea tne Wwe automoblle with the tires on « off, with the tires off and the springs compressed ot th the whee ff and tl sprir g mp ‘ Sixt f ‘ the « tructior ohteer n tr re piaced n 1 7 + the sSteeltlo Pa I iT I Be nie! Stee “_orvora n last wee The eré i by the H Kopper ( Pittsburg! The St nt no ha 180 ovens I peratiol ; : The Pacific Coast Steel Co., Portlar Ore., is pre ‘ paring the ground for the erection of a steel plant « f property adjoining the land purchased some time ago. two open-hearth The new plant will be equipped with 1] the furnaces. T. A. ¢ East to purchase machinery lingan, general manager, is in and equipn Co-operation in Industrial Research Movement to Nationalize the Work— Its Importance to the Nation—Views and Achievements of Leading Workers | FEATURE of the regular annual meeting of the American Society for Testing Materials at Atlan- tic City the last week in June was a topical dis- cussion on co-operation in industrial research. The society considered this so vital a matter that, in order to emphasize its importance to the nation, a whole evening was devoted to the subject. The report of the convention’s proceedings in THE IRON AGE, July 4, referred to this matter and published in full the open- ing address by Dr. Henry M. Howe, chairman, neering division, National Research Council. Several prominent leaders in research work in the country contributed to the discussion and abstracts of their remarks are here presented. Besides an opening announcement by the late Dr. Edgar Marburg, secre- tary-treasurer of the society, and Dr. Howe’s intro- ductory address referred to, the recent work in this line in Great Britain was explained by John Johnston, secretary National Research Council; the large indus- trial research laboratory was represented by Arthur D. Little, president, Arthur D. Little, Inc., Boston; the work of this nature as done by a large corporation was reflected in the remarks of Dr. Charles L. Reese, ehemical director, E. I. duPont de Nemours & Co., Wil- mington, Del., and the organized and centralized work of a large industry made up of small companies was represented by Frank E. Gorrell, secretary, National Canners Association, Washington. eng! Opening Announcement BY DR. EDGAR MARBURG* This discussion on “Co-operation in Industrial Re- search” had its origin in a suggestion from Dr. John Johnston, secretary, National Research Council, and a member of this society. In support of this suggestion Dr. Johnston submitted a written statement which im- pressed the writer so forcibly that he should like to quote from it as follows: One of the most striking consequences of the war is the realization of the scientific research to the whole question of national defens¢ increasing general importance of primary as well as to the successful prosecution of industry and the greatest measure of economy of resources after the war Impressed by the paramount importance of to industry in this country, the promoting th National organiza- application of science tesearch Council has taken up the question of the tion of industrial research; it believes that this matter should be furthered in every way possible and as rapidly as may be for the following reasons In the first place, because of the necessity of rapid technical advance in many industries if we are to compete successfully with other nations both now and after the war: secondly, because any steps taken in this direction will react immediately to further the general ap- preciation of science and of its usefulness when applied thirdly, because the present time is conducive to the growtl of new ideas—indeed such a favorable opportunity may not recur. Accordingly the National Research Research Council has inaugu rated an Industrial Section, which shall consider the best within an methods of achieving such organization or researc! industry, or group of related industries (for ex materials, or witl that tween capital, labor, science and management constitutes the ample, industries using the same raw similar waste products) It considers co-operation be financing and directing the extende and the best general means of investigations large-scale work laboratory and development experimenta required for adequate industrial re- search. In pursuance of this general plan, it proposes to establish an Advisory Committee, composed of strong men with the imagination to foresee the general benefits which follow from the further progress of science more thorough application of would certainly and from a more general and science to industry Indeed, if the war has proved one thing it is that *Late Secretary-Treasurer, American S