The Iron Age 1926-02-04: Vol 117 Iss 5

THE IRON AGE New York, February 4, 1926 ESTABLISHED 1855 VOL. 117, No. 5 An Untouched Market for Steel Sizable Tonnage of Sheets and Bars Will Even- tually Be Consumed Each Year in Making Steel Motor-Boats BY PRENTICE WINCHELI F anyone had told a car the application of production principles to small-boat riage builder, back in 1895, construction and the prices which these methods enabled that the days of the wooden manufacturers to name brought buyers far in excess of buggy were numbered, hi the scheduled productior 3efore the year was over ; would doubtless have smiled 1 dozen other builders were announcing competitive j and advised a good special- models, some were employing production principles, and 3 ist plus a long vacation before the industry well realized it, boat* manufacture } One might expect the build- was replacing boat building. The change had been in : er of wooden boats to react in the same manner today progress for many years, but the actual switch in ; when the subject of metal motor-boats is broached method was a matter of months. ek but the rapid changes in industrial processes have taught their lesson in the past thirty years and builder of wooden boats is quite ready to admit that Hare in hand with the change in manufacturing a revolution in his industry may be in the making 4 methods came a development in marketing which Enlarging the Market And it is in the making. So rapid has its progres lirectly concerns the prosperity of the industry and been in the past few years and so fundamental are ts ability to consume steel. Up to a few years ago the changes which it is effecting that it has not yet ill boats were sold direct from the maker to the user, been fully recognized by boat-builders themselves r rather, the user bought from the maker. Unless the It involves a basic change in methods of product purchaser got in touch with the builder little attempt a definite step forward in distribution, and as a result was made to sell him, other than by advertising. f these, a change in the use of raw materials whic! Today several leading makers are beginning to hould eventually mean the annual consumption of idopt the dealer-distribution method which has been more than 100.000 tons of sheet steel in the plac« largely responsible for the rapid increase in the use wood. the automobile Dealers will make an attempt to Manufacture vs. Building é They will not wait for the buyer to ask for a boat a : \nd so, for the first time, the industry is in a position HE first step in this industria revolution is a chang to get really acquainted with its market from individual construction to mass productior : Up to five years ago there were no boat manufacturer The Use of Steel mn the United States, in the strict sense of ne AN i bpetyees Iundame i cnanges have dire t earring q } cS } + . ‘ 2 . : From the first steam and naphtha launches, boats w mn the use of steel for motor-boats. They make the individually designed and individually constructed. P¢ ition of mass production methods profitable. And haps a particular design would find favor and mor 1 recent bulletin of the Sheet Steel Trade Extension boats would be built along similar lines, but the cor Committee succinctly put it. “There is no constructior struction could hardly be called manufacturing. One that cannot be made of sheet steel—the whole questior r two attempts had been made to put on the market whether the quantity required will justify the ex what were known as “standardized models,” but a ense of designing and construction.” _ ; nly a few of each were sold each year, mass production Mass production will emphasize the economy of steel was out of the question. nd bring about its use in boat manufacture where the : But the possibilities in mass production were ¢ 1 met is of individual construction have hampered dent to the large motor-boat builders and they per ted Of course, steel has been used for ship and small in the standardized idea. By 1920 there were three o1 it construction with complete success for many year four so-called standardized boats on the market. The Thousands of steel ships and rowboats are in use but, last year, two builders took the decisive step and e1 from 20 to 60 ft. in length, the wood boat has had the tered the field with the first attempts at mass manu field all to itself. One or two experiments have beer facture. One builder laid 50 keels of a low-priced made in years past with steel, but production on ar standardized cruiser model and started to use uniforn ndividual construction basis was not feasible and the parts and interchangeable materials. Another builder projects were abandoned. of runabout —r speed-boat models, familiar with aut That steel ild be successfully used for frame mobile manufacture, started to cut his boats to patter? hulls, interior finish and bulkheads of motor-boats is and adopt mass production methods all through | not serious! westioned today by large _ boat plant. manufacturers. Two large manufacturers recently There was never any question as to the succes ol told THe Iron AGE that the ise of steel was oe eee ee bably only a matter of time. That the time is neth pr nellea by inboard motors ere evidenced by information which this publication 4 THE IRON AGE February 4, 19 ‘ et needs more attention Consta ping and painting is required, otherwise deteri , , ne ste n from rusting will quickly result, to say nothing ; nied : orders fo} markir tf the hull sides by rust streaks As Another large ntlings 1! st necessarily be light, extensive cor! tee en ul t be permitted, for when a light steel b pplication O08 ee turts on the way in deterioration, little or not yr can be done to prevent it Repairs are also ‘ is ' Thie Se > ‘ "J . Advantages and Disadvantages — a eal i a aad bathing aA jb 66 y e] : vears ag will naturally e wooden boat eeds only a few new planks VW Part the answer is the small scale vossibly a filling piece, whereas the steel craft wi vuilders with lare« ed ! e new plate, otherwise the surface ar And, speaking of fairne 1 t ny plant and equipment haa : E ; t | \ ve vet to see a small steel bo a nent al 3 make anothe! vhich I tive vears, still has a fair surtacet Then there are those ell As 1 vage f metal is necessarily light, innol uccessfully used for es not stand up well under bumps or Knocks I juently short time the plating takes on a wav hat t shown by the following ppeal wtween frames. Care in guarding agai! Votor Boat, a leading publication i1 troly ‘A quired reply as made by George A. Smit! The Other Side of the Story B' T this is hardly the whole story. The other of the picture was shown to a representative THE IRON AGE recently. It is a 32-ft. standardized s motor-boat, designed and built on a production ba Build Wooden Boat, Not Steel pare <n <a eeeeesy Power Plant a el a +} , ; e , . , H Held Bac he Motor-Boat Industry for Many Years. Marine motors ha y cases, fron three to four times as much per hp. as automobile engines of equal 7 ( | H se Sag Se ae scale output are just beginning to make their influence felt ' ‘ if e a oa ne product on ine of the Gray Marine Motor Ge... Detroit, whe ‘ . Play pe TMYROR ONE th yea This constitutes a record for marine mot / fr ney f the high-co f-of -powe handican from the motor-hoat industry ind shortly to be placed on the market at a price below that of a wooden boat of similar size, design and powe! sa The argument of corrosion is overcome by the us as of stainless steel for the entire hull. The question 0! built ippearance is answered by flush riveting and welding mn the hull and the use of No. 10 and 12 gage sheet n 16-in. frame centers, a construction so rigid that iny hlow which would seriously dent this steel h 1] ild undoubtedly break a wooden one. Should a puncture occur the replacement of a eo 7. a heet would require far less time and cost an than the repairs incident to a broken plank o i. woode} oat \s for lines, the boat is laid down on lines exact! milar to those of one of the most successful woode re Fram are cut to template from %-in. angle ee arg wu is No more care is needed to prevent ele ae than is at present required to prevent corrosi ‘ylinder blocks on motors, shafting, ete. lhe completed boat is far stronger than a woode! nstruction, lighter (which means a saving in powe! gain in speed) and, even on a small producti will cost considerably less than a wooden boat the same size. Finally, it is fireproof. Where gas0- used on a wooden boat, there is always th fer of a sudden fire or explosion, which means C9! t danger and higher insurance. ot February 4, 1926 How a 55-Ft. Steel Motor-Boat Was Constructed | Year at the Plant of the Welin Boat & Davit Corporatio Long Island City, N. Y. Standard Apollo sheets were used and seams were cold riveted. This boat, which successful operation, is fireproof, in addition to be stronger and lighter than a wooden boat of similai How Large Is the Market? N 1924 it was estimated* that there were 700,000 motor-boats in use, exclusive of the smal! boat using outboard motors. To place the number at 750,000 today requires a conservative effort. There are n reliable figures regarding the length of life of the average motor-boat, but it seems likely that it is fro 15 to 20 years. Thus the annual replacement market should be somewhere in the neighborhood of 35,000 boats a year. That this replacement ratio will be short ened as newer and less expensive boats come into the market is merely a leaf taken out of automot perience. It is impossible to estimate the present annual p1 luction of motor-boats, but it is noteworthy that in five years from 1919 to 1924 the number of registeré boats (those in use on Federal waterways) showed 100 per cent increase. With the growing congestion 11 large cities and the growing prosperity, with the stead ily lowering of boat prices (a cruiser selling for $2,500 today would have cost double that amount ten year *('o) erce. |} ce & Ine f Aug THE IRON “ AGE 335 ago) and with the increasing population along our sea- board and river States, it is not hard to visualize a 75.,- 000 or 100,000 annual market. What Does This Mean to the Steel Industry? i the 32-ft. all-steel model previously mentioned some 2% tons of steel are required, exclusive of motor, hittings, etc. Approximately employed and about 1's tons of ton of stainless steel is standard bar stock for frames, etc Larger boats will of course use much more in pro- portion, but even the smallest steel cruiser can hardly e made using less than 2 tons of steel and the typical 20 to 50-ft. runabout will probably use close to a ton, when steel construction has been adapted to these models. Here is a market for steel and especially for stain- ess steels. It is a market that should interest sheet manufacturers, makers of riveting and welding equip- ment, metal-working tools and eventually machine tools. For thirty years wood has been supreme in the motor-boat field. but the dav of the steel] motor boat is a ner ‘ Thus Far, Steel Motor-Boats Have Been Laid D é Origu ally De signed fo Wooden Construction It 18 poss tion will result in radical changes in motor-boat design, ible that the many advantages of steel produc- : ; ist as carriage ronatruction was Tevo utionized by the . ef ce on. nea J generation ago, of the horse- ” C2 crn? age Recent Developments in Rail Stee! A Special Manganese Rail and Its Advantages ) nese Steel—__Transverse Fissues As merican Railroad Using a Special Man- Viewed in Washington tee] rail problem as a whole, and on transverse fis d in the two articles in the following pages. ¢ ms for a new steel—a low, or special, rst The new steel has been tried for several American railroad and much is claimed for its proper- erse fissure is said to be minimized by its use. ther problems of rail failures and rail difficulties. This ne or two other roads have introduced it in pl A} ngineer physicists of the Bureau ( n. who outlines the latest aspects of is been learned thus far and what the rem- ral vea narrow, and he states that it is well known that ff maintain such uniform temperature co! ( a < s Should rails be rolled outside of such tempe! res, ( tallization of the steel, or defects which lat develop into transfer fissures, are produc This jue to the low elongation of the steel broug Mr. Force ibout | ibly by its chemical composition, in the opi } not 01 m of the inventor. we, 1 Mr. Force claims that he has overcome the diffi e mentioned and accomplished the aims a ( nereasing very materially the mangan¢ nt teel rail, and also by varying this mat i] ranest ereentage according to the carbon content He Phe cal specifications adopted as the old standart depending upon the weight per yard, ar I I 4; per d uy 0.62 to 0.85 P v rr I nga I Che phosphor i Relat of Manganese to Carbon Ml that no effort has ever been ma manganese in proportion to the carbon, a! nd that such a variation in certain Pp! at es excellent results. In this respect pane ral are as follows: aa ae here nas a Vit i carbon content of 0.50 to 0.60 per cent, a gellar x a eee nese should be about 1.50 per cent. Where : 7, AL im] runs down to a lower range, that is, at 0.30 sient gases the inganese may run up to as high at 1.90 p¢ . : — - # : It is, of course, understood, he says, that in Cte nufacture of steel rails considerable limit must icf ea n to the various elements in order to make t! - mmercial, but that these limits must not ; to affect the wearing qualities of the 1 ee ae : nl it that, with the proper carbon and mang est ntent, a steel of high tensile strength and elast oa t with a good elongation and reduction of area ou any rocuced, and one which contains little or no erysta hrittl ‘tion. Heat treatment of steel of this kind is not n ; ‘ he claims, thus decreasing the cost of the ste operties of the Manganese Rail some of the special qualities of th ‘1 steel, the inventor states that it has be ered that the large percentage of manganese h: a itralizing effect upon the sulphur a! both the sulphur and the phosphorus is producing an unusually dense 4! Soe Hoo >» 7 ¢ 5 February 4, 1926 THE IRON AGE 337 n veel 1S SUI n increase the wearing properties and render the steel [his he regards as unavoidable. He states that it has easily rolled, provided the temperaturs are maintained ilso been a common misapprehension that, although the it the recommended standard practice. He also claims manganese increased consid ily the tensile strength considerabiy t tough grade of steel. These conditions, in his opinion, cially when the steel i bjected to heat treatment that, by the used of such a steel, a considerably smaller f the steel, it did so at a loss of the reduction of area section can be employed with entire safety, more s and elongation, and that the manganese segregates, than when a low manganese and high carbon content vhich condition was popularly supposed to be corrected used. By this combination, he claims that he elimi y the addition of molybdenum. nates all methods of heat treatment. Should, howeve After making several thousand tons of steel, accord uch treatment be found necessary to produce a still ge to the method here! itlined, “I find,” says Mi higher grade of steel, this particular type of rolled ste Force, “that these conclusions are in error and I am ends itself most readily to heat treatment. enabled to dispense with the u f molybdenum, thus The use of a steel, in the proportions of manganes« iving considerable expense and annoyance and accom ind carbon outlined, renders it unnecessary to utiliz hing the manufacture | simpler and more direct loys, such as molybdenum, chromium, nickel, tungste? ethod P bly if the percentage of manganese 1s tanium and vanadium, thus rendering the process’ raised, the n ienur iy be necessary, but so long pler and less expensive. Mr. Force also points out is this element kept within the range referred to that a greater degree of uniformity may also be pre nly uniformly excellent results in the product are erved, or in other words, a more homogene: reliable steel produced. It w be rea apparent, concludes the inventor, In the production of this steel, it is recommended a that the foregoing stec | show a very large increase eedingly important that the manganese all be added ear and safety) the standard steel rails as now to the furnace before the steel is teemed into the ladk duced, t manganese steel having a marked in The inventor states that it has been the practice 1 very large proportion of the manganese to the ladle, iting stre vithout tallizatior Having th but this has been done as a rule only when a stes f escribed nvention, the inventor’s claims are pu ich lower content is being manufactured and wit} the following forn the result that the steel, in many cases, is unsatisf ry. Molybdenun and Via g eS¢ Mr. Force also states that it has heretof thought necessary to employ molydenum when percentages of manganese are used, so as te ffset the so-called undesirable effects of the manganese, « Transverse Fissures—Discovery, Cause and Remedy VAJASHINGTON, Jan. 30.—The rail problem is agai position of steel, what physical properties, and what he source of more or less animated discussion, bot} tructural stat | ai Stale 1 ! ivora ( promote enavrance mn the United States and abroad. The very fact that against the formatior f transverse fissures human life itself, as well as the efficiency of transpor The problem of tra eran 4 res so far seems ¢ tation, depends upon the quality of the rail has caused e little knowr itside the boundari f the United the metallurgist, engineer, physicist and chemist t States, while within erritory the re prevalent make the subject one of utmost study and resear iefly where density of traff greatest. It wa Experiments have been made almost without end in the pointed out that there nherent reason why they use of various mixtures of steels and under all kind hould not be displayed in any country Land trans of tests in order to develop a rail that would meet ! ortation systems, it was explained, are the same in all plete requirements. parts of the world where loads are carried on wheel Bureaus of safety have been set up by the Stat but differing in intensity of tl trains and stresses and the Federal Government and they have cooperated nvolved. In tl nnection, a report of the commis with steel manufacturers and railroad representatives. n in 19 Great strides in improving the product have been n since the day of the puddled iron rail to keep up wit ’ we! t the enormous demands caused by heavier traffic ar equipment. a , Origin OJ Trans erse Fiss ire Studies of efforts made to develop the perf show clearly that every condition has been given pal taking study. The result is the high-grade rail of t fs gay day. Despite the many problems that have been over come, there yet remains the outstanding probk transverse fissures. transve f Transverse fissures were first brought to genera t 1 ape notice by James E. Howard, engineer physicist of the ised. Moderate w Bureau of Safety of the Interstate Commerce Comn :, os sion, in a report to the commission on an accident whicl occurred Aug. 25, 1911, at Manchester, N. Y., on the Lehigh Valley Railroad. From that time to the present this subject has been given intense study by the Bureau of Safety together with the railroads and the steel hat in Great mills. Exhaustive questionnaires have been prepared t ted and answered and still are being circulated in an to develop any additional information that may be ob- Certain trouble an ke vercome by changes ir tainable. ome part f the cro ectiol r i slight increase of At the Sureau of Safety the subject was interest- weight, tL wa Salid at tne bureau \ rail in Me ingly discussed recently with the Washington represen- strengthened at its base by an increase in the depth tative of THE IRON AGE. It was stated to be an impor- f the b: 1 change in the size of the fill tant question how to attain increased or maximum he web and flang: So the bureau would not call that ; e netween resistance and durability in rails, how to ascertain what 1 real rail probler it is rather a physical question. it ie€ rs reé y y nfer« THE IRON AGE . February 4, 192 exceed the weights on the driving wheels of engine el, wl id 1 head \ early years. ( the sean The bureau does not infer that the onus of nit e estimatio! I mpinging wheel pressures attaches to motive px onsibility in a very considerable de; was said, depends upon the wheel loads of the eq } ea ig 1 ment. The proof ( tend t ilone but res} r} f this was declared to be shown gird the prevalence of transverse fissures \\ arry the greatest } I in rails wl tonnage under loaded cars. ignt welght cars which pass alis do not cause t engines and ove! i he development of transvers« egree approaching those of the heavy W] eel ] oads (Jniu Pelief ! t \ rently the only real relief from the present iew of the bureau, is a reduction of heel loads in which those of the equipment are imp Reduct Reduction of wheel loads is a criti ‘ ( erning which little encouragems eel 1 ave furnished all grades of steel, 1 ae ecifications prese nted to them DV the ids, and the material has passed all service ins vithou rcoming this type of fracture. So | conditions, including the compositior ation in the rail mill, have been p: it they do not overcome the display of trar e fissur Diligent research has not attached r the formation of transverse fissure It general experience, however, that arder rails, those of high carbon content, are m to the display of transverse fissures than those lium hard steels. This, of course, is not a mill proy t t one having to do with specifications. T! r rolled are not immune from the displa ese fissures. Evidence leads in one direction, ar ght | aid in one direction only, which is, th: ' ! t ests on the overwork to which the ra ] ed. Tl n turn, depends upon the intensit Wire and Sheet Metal e! é illed in the near future, to dis Gages Proposed the desirability and possibility of unifying the var! ee es ( ting gage tems into a national system, or tn tales ‘ vith the question of the desig! Vire and metal neets the feasibility of thir ng it t erie f diameters or thicknesses actuall n the gs of the different trades. Inasmuc! 1 procedut f th nature involves the element n,”’ the American Engineering Standard tee and the division of simplified practice of t! ; ss = ! EG merce have made arrangements Lely ( The latter body will undertake to bring RF ; 1 roauctio1 rveys in the trades concerned, : find out the relative importance of wires a! Ma acture Ps nade to the several gage numbers. re gag f Suggestions relating to the general technical pro! ted hr em, or anv of its 1 its phases, are invited by the America Fe ingineeri Standards Committee, 29 West Thirt Street, Ne York. eel wire gage,” hi Heavy Demand for Metal Furniture dine to th 1 OUNGSTOWN, Jan. 30.—Night shifts are being inst N . ‘ wu departments by y the General Fireproofing ef reased demand for metal furniture, filing ind steel shelving. The company states that a isiness received to date in January is ahead of tr nera a _ the corresponding period in the preceding I it s be} hind in production and shipments. Last year the ipany sold its metal fireproofing division to uscon ., and there are unconfirmed re- rts that its steel furniture departments may be sold ‘uring this y © a competitor. Internal Combustion Engine Valves Results of a French Investigation to Determine the Alloy Steels Best Fitted to Meet the Severe Conditions ALVES for airplane engines are discussed in a recent issue of the Revue de Metallurgie. The au thor, M. Mahoux, first analyzes the functions of the valves and points out, in detail, the working condi- tions, particularly of the exhaust valves. The extensive softening of the head and upper part of the stem, due to the high temperatures, is shown by actual determinations. For instance, with a chrom: tungsten steel, fairly low in tungsten, quenched in ai! from 1650 deg. Fahr. and reheated to 1030 deg. Fahr the Brinell hardness is 363 to 444, corresponding ti about 199,000 lb. per sq. in. tensile strength. Aft sufficient running in an average motor the head reduced in hardness to what corresponds with abou 118,000 lb. tensile strength, showing that the steel has been raised to at least 1300 deg. Fahr., and that the gases surrounding the head may have been at a con siderably higher temperature. Careful tests made with thermocouples, the fusion of metals and various salt have shown that the metal reaches a temperature 0 1470 to 1520 deg. Fahr. in engines with high compres sion. If the metal is not sufficiently resistant to heat, several things may happen. The head upsets and the valve elongates, so that constant sary to give proper contact between valve and seat Also the expansion of the head is not regular, so that the seating is not continuous. The hot there fore, escape in certain places and the unequal expan increased. This unequal about bending stresses where the head joi so that finally the valve may fracture at this point as shown by examples pictured in the original pape During operation there is pressure exerted by the stem of the valve on the guide and, at the high t peratures, the coefficient of friction is considerably i creased, so that the work needed to open the valve we, regulation is neces gases, also brings ns the stem, sion is seating greater. This increased friction has brought about fracture in a number of cases. To guard against this, the metal in the stem shou have a high elastic limit. Further, if the metal of the stem is not hard enough at the operating temperatures and if the metal of the guide is not properly chose! there may be sticking. Frequently the valve does close or closes only slowly. This naturally bring faulty running. not ibout The two valves in eacl be open while gases are being drawn into the cylinder, on the one hand fresh gas, on the other burned gases at high temperature; the mixture burns and may flash back to the carburetor and thereby cause grave accl- dents. Various other causes of failure are pointed out and valve requirements mentioned; then the author gives the results of tests on various steels. The ar yses of these steels are given in the table. cylinder may + ine e< of Steele Used: Percentages \ B ( D E F S J Si e 0.39 0.48 ( l 0.7 0.70 0.51 4 Mn 0.19 P 0.019 06.028 0.017 0.009 ( S 0.02 0.02 0.034 “aos 0.052 » Ss 0.18 0.4 0.24 0.58 ( 4 0 68 9 ' Ni 4.12 45.00 trace oo. Cr 1.35 346 10/14 4.96 00 2.08 2.44 t ? w 2.54 15.61 17 17.0 13.00 15.87 7 Va Ff 0&8 050 0.78 c Mo The first steels were air quenched, then reheated to 1025 deg. Fahr., tensile strength 185,000 to 200,000 lb. per sq. in. valve broke at the junction of head and stem. was gripping of the stem, with removal of part With steel A the head deformed and the There ¢ One Doe the guide metal, and some breaking at the end of the stem. Steel B did not show quite such bad head de formation nor was the gripping of the stem so marked. There was some chipping of the seat of the valve and breaking at the end of the stem. Steel C was given no treatment after forging. the Brinell hardness, 114,000 lb. per sq. in. From the tensile strength was about At the end of several minutes ff running the valves stuck so badly that they could not be opened. This was the result of several tests The guides up to now had all been of soft steel. The valves of steel D were furnished, } treated by the The Brinell hardness to 320. The heads stood up well and gave good seating during a 0-hr. test. The stem acted admirably and, at the end of the test, the stem and the guide had a glasslike sur face. The guide was of phosphor bronze of very good quality. The author does not think any of ideal, partly due to the brittleness. Steel D showed 2.5 kg.-m. under the shock test, and he believes 4 to 6 should be a minimum. However, the results with steel D did not show a lack of resilience. Valves tried of steel U under the same mounting conditions as steel D, that is, bronze guides, first idling for 6 hr. and normal running for 5 hr One stuck at the end of the first hour and all showed removal of considerable guide metal. The heads stood up fairly well, but the test was of short duration The seats were badly attacked by the hot gases. Steel E was given a 50-hr. test and, at the thirtieth hour, one of the valves broke near the threaded end It is probable some of the forging stresses had not been removed by the heat treatment. The other valves of this steel stood up about the same as steel D, but a little inferior. Valves of steel S were tested at the same time and were not quite so good as the E steel. The heads kept their shape, but the steel seemed to scale a little more Up to this time steel D had given the best results and, after 50-hr. tests, the order of excellence seemed to be D, F, E and S. In these four steels, analysis shows considerable difference in vanadium and silicon, and those nearest to D in these two elements gave the corresponding re- sults. The best treatment for steel D seems to be to air quench to 1550 deg., reheat to 1100 deg. Fahr., with the Brinell hardness from No. 270 to 320, but ap proaching 320. Following the tests given above, a series was run with a steel high in silicon and chromium, but no tung sten, the molybdenum varying with the samples but in no case over 0.50 per cent. The transformation point with the Chevenard apparatus (expansometer) was 935 deg. ( (1715 deg. Fahr.) No tests were made, but the bending angle was much superior to that of steel D. The specific gravity of this sil-chrome steel ; 7.62; that of steel D, 8.69. The heat conductivity is ess, possibly because of the high silicon. The test ran for 30 hr. in series of 10 hr., the last 5 hr. being with the motor wide open, which is a particularly severe tect test. 1eat maker. was 270 these four steels were then ' . SNOCK The dimensions of the engine are given and the is calculated at 452. The valves stood up remarkably, markedly superior to those of all the steels tested before. The heads were in perfect condition, and the seats excellent. The Brinell hardness was taken after the run and did not seem to have changed. The article closes with reference to the care needed in forging so as to have a proper macrostructure. G. B. W. horsepower tee _Hydro-Electric Power Stanley Works Installs Water Power Units to Replace Most of Its Coal Consumption excite? [Two steady bearing eaci machine lalriy Ce ntered, one be generator and the turbine, while the oth The lower bearing is of lignu bricatead With water. it nas peen the aim tT n to make the operation thoroug! 1 at the same time proof against damagi t or external electric disturbances Q itomatic features are concerned, t! les Woodward governors for « ening of the water valves to suit tl ! clock control for starting and sto essity for the presence of an attendant ng the units on the line successive ynchronous speed and for adjusti1 sm after they approach it. TI may be so set that, when a pre-determined lo: exceeded, the second unit will matically in the same way. S ces include cut-out switches which rsistent overload of a definite amount, dif rotection switches which will trip the ma either the field or the armature has a short t and tl ial protection against lightning tside disturbances. The interlocking is suc! he second machine cannot be started up, except General View of the Two Generators, with Their Exciters on Top. Control room, above at right, has direct con- nection with the top of each machine. One of the Woodward gover- nors appears in fore - grou nda for Metal Working cig cy we ayers ne n fue nu na ff set n part. of yurse, by the re nd erating hars of the hydro-electric Arranged for Tie-Up with Network = ae ne ee ty Wow renee a eenenes eae he railroa ind will help in clarify- of New England High-Tension Power t mosphere in the city of New Britain Con ict lone the Power Construction & Circuits | eering Corporation, Worcester, which acted als f re those of the I W Eng ( ‘ ! ation, Milton, N. H when both banks of transformers are in circuit t Worl mmer e in January, 1925, and power possible to use a single machine through both tra) first tra? tted t ( t ‘ W orl on No 16 former sets, but not vice versa. Brakes applied by air pressure will stop rotati ome 30 sec. These are mounted on the spid r ipport rh f B i! l M rie 1 i \y i! Lor Ga ing the armature coils and act upon a slip ring at lows Analy the tit f Technical Paper No. 320 of edge of the field member. A small air compressor it the United States Bureau of Mine The authors are the basement operates automatically between 85 ar A. C. Fieldn G. W. Jone nd W. F. Holbrook. The 105 lb. per sq. in. When the air reservoir pr ine i 1escl t i ! i used | the bureau at drops belo he lower limi 1e machine starts up; at t is laborato1 it tt irgh for the complete an lrops below the lov limit tl tart ' P I 1 the higher pressure, it shuts down. A 1%-kw. motor part u f gase Many modifications of the generator set in the control room furnish ch direct riginal O pparatus for gas an are in use at current as is needed for station use. resent, each having its merits and being particularly 7 ; . ° a me pe ne of work The number and Economies of Operation ¢ l used depend on the com} on of the Ordinarily the power derived from this plant will b: gas to be analyzed he bureau has received so many sufficient to furnish all that the Stanley Works, includ nquiries regarding gas analysis methods used in its ing the Stanley Rule & Level plant, will require. It laboratories that this description is now published will be necessary to continue generating a certa amount of power by steam in New Britain, howeve because exhaust steam is needed in some of the manu facturing processes, particularly pickling and plating, and in cold weather it is needed also for heating the buildings. Consequently the steam plant will not abandoned. It will, however, be run only en furnish such steam as may be required under the abo. schedule and as a standby or auxiliary source of power in times of low water. About 12,000 hp. may be transmitted over the line from Rainbow to New Britain at maximum load. Powe current (3-phase) is stepped up from the 2300 volts the generators to 66,000 volts for transmissio1 TI high voltage corresponds with that prevailing throug! out the territory for distance transmission by pul utility network lines. It is possible, therefore, and ar rangements have been made for it, to interchange pows with the utility companies. This interchange takes form, over the week-ends, of feeding power from the Rainbow plant into the power company lines when the Stanley Works do not take power! versely, power from the utility lines may flow in the other direction when the output of the new plant sufficient for the demands upon it. In times of ordinary low water the pond wil used in the same way as the gas holder of a ga pany. Water will be used during the day to fun power and the level in the pond corresponding ered. It is estimated that 10,000 kwhr. means at one foot of water level (10,000,000 cu. ft. in all). Du ing the night, when power is not being generated icin Mais at Left thie View. Tite actien natural flow of the stream will replenish the pond aru sensitivi erating on lin below the aen- supply. erat hiel en wider or partly close the Utilization of power thus otherwise flowing t ast f ges to the turbine ose Foreign Steel Purchases California Industries Take Action to Support Do- mestic Makers—Reinforcing Steel Institute of California Formed teel on the © opened as soon as possible. A reply received fro: teinforcing Charles F. Abbott, secretary of the institute, stat n sent by that the request would be considered by the directors ar West to th an early date and that he and Lee H. Miller, chief er ) ninimizing f Steel Construction asking that a Pacific Coast offi nee? he institute, probably would visit the Pac n March The general session of the conference was oper . t S A Tlie Industri lan. 22 by Maynard McFie, chairman, who traced riefl tivities of the organization during the past year, « ommittees on the cooperat t a hat een shown, and urged that all groups w the traffhi ommittee for a r ent of freight rates, so that Pacific Coast | ‘ le to expand their trade territo ent Western States Evolution of Industrial Life peaker at the first general e e! ( te H. Rowell, newspaper writer and for: ran isher of the Fresno Republican. Mode fe, Mr. Rowel iid, is a conflict between old met! nd beliefs and new conditions and facts. “We forcing Stee Institute of California ee — Oo a new era, but man: is have not emerged emotionally and intellectually. W Re I ontinue to measure new conditions and facts by the ‘ y ) ; lu, } .P . } : “} ay Y) in Oo apply old terms which are n ve ntellectually meaningless The change wrought ~ } ~ ’y y ; ? ‘ ‘ ? ; : g dition y inventions and applied science du ( i the past lf century is probably the most f Li Angeles, ( hing revolution in the history of mankind ( ( & ‘| f an unprecedented attitude of mind ! r thre iccessfully the unprecedented knowleds G. ] ( B ( S il in readjusting ourselves to unpr‘ rt M. DD \ I n systen ent nditior Old convictions are now no long Li ingel Direct for two year tenable in the light of new scientific discoveries, » » ‘ 3 frat al ter are ! Vy inte llectually meaningless when appli 3 \ é ( ons and problems which no _ oth and directors as renerat ever had to face, and which cor le? ist be solved in ways that have neve1 ! { llowing n addre ried before.’ uis Meye esident Concrete Engineering Co., Mr. Rowe ted the instance of Japan as hav Nel nd tre f the national Concret« ed its « ution from feudalism within the men ennai I i. a Mi i censicn, aes ; lever ( ( ‘ l nstitute. hicag lr, eyel l 1 f living men, and mentioned the difficulties th rk OF Ul national institut uri “2 ( Japanese ! encountered since becoming an econom) A a C yobobe ~ tne ret la t! world, because of the Japanese applica ndus mp: ‘ n tion of Oriental ethical standards in Occidental busi ' nree or four yea! ( Japan, he said, is now teaching Occidental bus! ed all the difficulty of over-capacity ness ethics in all of the national schools, which hé ni me 1 atisfy the reir haracte ed as a striking instance of the truth that mpetitive conditions be vhatevs economically right becomes morally right n 24 that most concerns developed le reco! nded greater cooperatior Engineer Should Have More Authority t int tion on improved pt Ir peaking about the foreign steel situation Mr ng Rowell stated that, aside from the low labor costs of e chief reasons European iron and can be sold in the United R oe Tian sar lotations 1s because in Europe the technical expert i ( l it’. iOS ngveies: ‘ en) * ponsibilities and authority equal to that now States below domestic eel C .. 8 :'F : Ed ee | by the financier in America. He urged that thi Steel Service Sar rancisco; Edwayr engineer, t hemisi : ‘ ( n | Qa I ': pee aoa chemist and the technical expert gene rally Sa r rar co; Weorge L. Kastman { f e! reer voic t j ist eae s larger ice in both production and distri- oe eee a ‘s ( ith production anc Metal Sunt Co.. San Diego. Tonchine on +] +1 : st ; eee oe an eg louching on the liberal and radical tendencies © l I ed vith the entrance r node? Ce ee . ; ] | 3 | _— : I ler? uinkers in regard to economic and politica! ne 102 institute will have uestion he u ; ; er a : a n juestions, he urged the necessity of liberty of expres ’ i4 firms, handling about 90 per cent sion a advoc " . i a ee ear VJ ’ oe ion and advocated a broader tolerance to new ideas ; il MSINCSS O| ne nite is Te ( iali YY 9} ; } ] ; ] ee a eee es a Socialism, he said, is intellectually respectable in every ee eee eo a eee oe her country of the world but this, which, he added, is er aa : a serious reflection on our ability to face unpleasant im ‘ ne mMeyY y > +34 ‘ t to T ° : ; ; ; . , - . , He recommended the efficacy of Bismarck’s pol February 4, 1926 Icy. “Bismarck,” he said, “believed in ths i war and the iron of industrialism. He was an onservative in every sense. But he had the fore ind the courage to adopt every constructiv: put forth by socialism, thereby leaving in an impotent and foolish position.” thairmen of general the group conference Jan. 22 on the w spective groups. Charles M. Gunn, Gunn, | San Francisco, outline the proposed w rganized Reinforcing Institut L. C. Scheller, Union Hardware & Metal geles, urged closer cooperation on the part of ‘hant steel jobbers, and said that there is t ‘the lone wolf policy in the merchant bar committ steel! C. M. Henderson, H. C. Macaulay Foundry (| ley, spoke of the chaotic labor conditions in n California, where a molders’ strike has been in yn the open shop questior : I re said, however, that the present year would ¢ improvement. J. C. Kortick, Kortick Mf Francisco, advocated closer cooperation a I ral manufacturers, and the education of ent to specify in ordering in accordance w principles of standardization as advocate aartment of Commerce The get Mr. Kortick said, is the man who ke nvent Demand Stabilization of Supply and rhe principal speaker at the closir es is W iggenton E. Creed, president Colum! St oration and Pacific Gas & Electric ( Ss He stated that, while new conuitions requi ids, every executive knows that his chi he coordination of the human element ither than technical problems ‘The need of the day in business,” Mr. | s scientific stabi i nsumption. niet business of the American people selling and prospering in the world. That is the f human progress, and justifies ittach to the making of mone When econon ire prosperous the world progresses mate! U tC 18S necessary th it we uld Keel I fundamental principles that 1 eS s isiness.”’ Mr. Creed itlined t nges | \ ness from Colonial times, which he describe iristocratic period This was followed, he sa he Civil War, by the autocratic period, w h ha way to the present democratic era, character widespread distribution of ownership. Americans f modern business said, look upon the function ice to society, and regard fe as a great force for the advancement ivilization. This has brought about a ni ward labor, he : nany instances defines the responsibil o the workingman, on the principle that ivilization is what it does for the ma commercial and inau .ces Speaking about the steel industry, M1 that “today the American steel industry S lat ‘Y +Y respect t UW ¥lA mnp¢e + y neap lab ? sts in Europe P on ex the 1Sé of Amet Cal 11 + } E ne ower industries for te 11 developmer xpansion program The Americar tes must not act like a rich man’s so it ] ‘ poor man It must red ow —_ duction. This is one of the vital ne¢ ill branches of industry.” California Steel Industry Growing The steel industry in California as compare the East is not large, he said, but it has great of growth, and is today producing diversity of products for local consumption. T! lumbia Steel Corporation, he said, while compara bilities 99 small, operating only 33 by-pr said, which now recognizes a THE IRON AGE 343 paid out y month last year $700,000 for wages and supplies. Prov Uta nevertheless I fic Coast s nills will 1 supplant the East- mills said, bu ere is room for a substantial wt e Western industry to meet the needs an increasing population quickly and efficiently. s on the Pacific Coast, Mr. Creed stated, are le for the growth of the local steel r s a high per capita consumption of is t inning, agricultural, shipping and er ‘ met f the power indus- n | I akes for the Pacific Coast ist to expand in a way that would be im ssible under any other form of industrial powe1 { ¢ ! tl e Pacific Gas & ( foreig steel Mr. Creed y née y nee - + which I ! the wer company g i not get delivery t y of the com- ( rT ucers first ( S na E err r¢ cers ment in Europe ‘ \rog ng ra vy, especl ally I e al i S ‘ nent is likely f reig teel to the Development of Markets fir session included the ¢ Iron, Steel and Allied Indus- ( tinued as a means for the rket California for California, American payrolls; the extension of ries in neighboring Western States; ficiency it roduction and distributien, and emer! ndards of business prac e among all of t groups. 2.—That pw agents be asked to give preference to Cali rnia, P Coast a1 \merican products, in the 1e7 whe tent, on a basis of price, and s¢ That the program to minimize I f and steel be continued cas her ich importations seriously inter e with t I é devel] nent f the ro! nd steel dustry on the Pacific Coast In the tior fficers, Maynard McFie, Los An f er rman of the executive com- Johr I stermacher, secretary Columbia Corporatio! San Francisco, was elected vice- lustrial partment, Califorr Development Ass ition, San ur s< was reelected secretary The elect r f gr r mmmittes nair en for North n California resulted as follows Steel mills, C. J ias, Judson Mfg. Co., San Fr isco. Merchant steel bers: F. J. Bruzzone, Baker, Hamilton & Pacific Co., n Francis Reinforcing steel jobbers: Edward I I in a e | San Francisco. Structural! F. ¢ é Judson Mfg. Co. General manu H. W. Force, California Corrugated Culvert keley. Foundri C. M. Henderson, H. C Foundry Co., Berkeley. Committee chairmen soutnern Ca rnia Steel mills: J D. Fenster- ( ( imt Steel Corporation, San Francisco teel jobbers: L. C. Scheller, Union Hardware Metal Co., Los Angeles Reinforcing steel jobbers Eastman, George L. Eastman Co., Los An iral shops: Guy C. Boynton, Baker Iron Angeles General manufacturers: W. J Mfg. Co., I Angel Foundri« Marti M en Iron Wo I Angele litioning, wit pecial reference t ¢ g pressure and corrosion, was discussed I R. E. Hall, physical chemist, United States ea f Mines, at the Midwest Power Conference. go, Jan. 27. A limited number of abstracts has en prepared, and a copy may possibly be obtained addre ng the Bureau at Washington, asking for Concrete Bar Standard Views Vary Brings Out Conflicting Opinions in Washington Meeting- > Simplification Means I Referendum to Be Held 950.000 tons of steel in stock and the saving that effected by standardization will be doubled over “Tf $5,000,000 a year c¢ uld be saved on the pre isiness, that saving will be doubled and $10,000,000 a year on the double volum: : ni In view of the time that is required to chan itions, it would seem that the so + settled the greater the economic sa\ Attitude of Contractors in Doubt H. Sawyer, secretary of the Associated G Contractors, said that he thought contractors luction in grades made, but declared tl ibted if any further steps in this direction sh cen at present. E. F. Kinney, Bethlehem St iestion was an engineering problem he ug iould be considered by the Ameri S ty f Testing Materials and the American Eng Standards Committee. C. E. Skinner of t ttee declared any specifications determir factory to all major interests. Ri Humphrey of the American Society for Test Mate irged that tests be conducted by engine: eties before action be taken, and read a lett Secretary Warwick of the society, statin an engineering problem. The principal objectio! ed to tests by engineers was the time require M Humphrey iid that though no funds had be¢ r the work, he felt sure it could be complet ri eau Rail Steel Mills Opposed to Change I Hug Franklin Steel Works, Franklin, P ediate Grade of Steel ! ient f the Rail Steel Products Association, sa Q | that the adoption of one grade would constitute a mo + for billet bars. He declared that rail steel bar n used for 20 years and had met requirement it they must be taken into consideration in co! blem d issed. When Mr. Hug ting related only to billet Mr. Hughes replied there was an effort to put isiness by indirection through get liate grade” adopted as the sing tand Mr. Wether told Mr. Hughes that the Di t t of Commerce was not trying to adopt, ev‘ rade of new billet bars or any oth ily was not trying to aboli ! tes He pointed out that the departme) | } vas acting n the interest of all concerned wit lu only an intermediary seeking ii sce RR ies perated to that end. O. L. Irwin. Truscon Steel C rs no desire to put rail steel out n. it was declared 1 Si that the reinforcing bar industry does 1 waste in the want 1 © handicapped in competing with structura lied now During the nver irrying three grades of billet bat Position of the Railroads rennsylvania Railroad, urged that n ild handicap specificatior roads which require material that cn Weal Other speakers included vw ' IES Commerce Herbert Hoover, Dr. G. H. Bur- , e Federal Specifications Board and Bureau f Standards; A. S. McAlliste Standards; R. H. Dalgleish, American Elec ition; D. C. Schonthal, West Vit irge Future Savings K ( ; Julian A, Pollak, Pollak Steel Co., and C. E. Routh, Jr., Kalman Steel Co. It was upon moti t he referendum was determined upo! ng e conference included the * February 4, 1926 THE IRON AGE 345 Stat Navy Depart CS \ 4 ~ . = }? < 9 ‘ &M - } \ g Stand \ t SS Navy : \ ent Pg } etals con = i . . \ ra > W Z j 3 ‘ W } 2 \ _ \\ N ¢ ‘ ; : i a serviceability Tests for Materials Are They Not More Valuable and Necessary Than the Present Simple Quality Tests? AKING as his subject “Selecting Material for Se nventior test mpared with \itability tests, vice,” F. E. Schmitt, associate editor, F ¢ I tr Le¢ rall a ! prominent example, Mr News-Record, New York, was the principal speaker Scl tt concluded } addr th the following sum it the January meeting of the New York chapter! mary the American Society for Steel Treating, Wednesd hithertn } ening, Jan. 27. pr Che address aeait parti lial I I e a } + i + , , ‘ ’ ‘ > - r\Y , is to whether the present methods of \ + +} . ; ’ { r we testing really give tne resuits wnicn are ! eed ‘ | ? \ ‘ + > } y : } } . >} ++ a Mr. Schmitt raised the point whether serviceablill tests were not needed to a greater extent present methods we have of determinit he Pp 1 } as Lf 4} . ‘ yf material and their