The Iron Age 1928-09-20: Vol 122 Iss 12

THE IRON New York, September 20, 1928 q 4 > 2 Alloy Bridge Steel Sixty Years Old Excellent Condition Chromium Steel St. Louis Notes Difficulties Encountered During Manufacture, Fabrication and Erection First Steel Bridge America THUM* ROM time time prominent bridge engineers express control works for the lower Mississippi River.) The bridge their wariness heat treated alloy steels for long- then was, and still is, regarded most remarkable monu- span bridges. This prejudice being gradually up- ment engineering. The size the arches (520-ft. span), rooted, one may judge the growing use silicon, man- the heavy loadings assumed double line locomotives ganese and nickel steel and heat treated eyebars the and crowded highway deck), the unprecedented feat important structures now being constructed. Doubtless the sinking masonry piers bed rock 110 ft. below water level, situation duplicates many features the transitional period and the total cost $6,540,000 were the features which when the tried and true wrought iron was being slowly attracted most attention. replaced the stronger carbon steels. The parallel Captain Eads boldly decided that nothing but the best almost complete. Then, now, the comparatively new crucible steel would serve for the arch ribs. will appear metal, higher price, could used with economy only the sequel, had advance even further and install for the longest spans where the saving weight through chromium steel for these principal load-carrying members. the use stronger metal counterbalanced the increased Consequently the Eads bridge not only the first American price per pound, bridge use steel, but also the first anywhere use alloy steel. (a) That the decision was wise one shown Pioneer Uses Stee the record uninterrupted service, and the minute worthy record that the first American bridge examinations given 1902, years after its comple- use steel for main members was the arch bridge over the tion, and again during the past winter. After the latter Mississippi River St. Louis, designed Captain James examination, the board engineers certified that “the Eads Eads. (Captain Eads, the way, was most versatile bridge excellent physical condition, and amply safe engineer, having achieved noteworthy success glass man- ildi life supervise (a) The first bridge use steel for main structural members acture and gun boat building, and later life was built between 1863 1868 Kuilenburg, Holland, over arm the Rhine. Its main span 515-ft. truss, and carries *THE IRON New York. double-track railroad. 633 ESTABLISHED 1855 for the loads and service called upon carry and carrying.” This despite the fact that the highway has been strengthened, once carry track for street cars and later for heavy interurban trolley cars, and that both rail- road tracks were reconstructed 1926 carry wheel loads freight and passenger cars that have largely increased since 1868, the bridge was designed. Evidence That Steel Strength Permanent Such structures the Eads bridge are the best evidence which could gathered about the permanence the prop- erties well made steel. quote Henry Miller, president the Railroad Association St. Louis, the pres- ent owner the structure, “there are many who think that steel crystallizes with age, but have seen many old Fig. 1—Cross Section Main Arch Mem- bers. Crucible steel sheath incloses six staves chromium steel structures taken down good condition that im- pression that the metal good quality, not over- stressed, and properly protected will last indefinitely, and this exemplified the experience with the Eads bridge.” Corrosion the greatest enemy metal. matter fact, the reconstruction work the highway deck 1924 showed that steel I-beams installed 1902 were unfit for further service where they were exposed the smoke locomotives passing the lower deck. Wrought iron members the same floor system, installed 1874, were not seriously damaged more than double the time. Plain Chromium Steel the Arches Minute examination all members the bridge was made last winter Ostrom, consulting engineer, and aside from few minor details evidence overstrain, such cracking paint films, could discovered. Mr. Ostrom drilled 1-in. inspection holes the bottom each the main arch members (which are built-up tubes, described later) and found the interior dry and the original bitumen coating good condition. traces interior exterior corrosion were noted. Analyses these drill- ings revealed the steel high-carbon chromium steel extremely low sulphur. Since known that the steel was made the crucible process, the uniform chromium content quite remarkable. The analyses fall within the range given the accompanying table. Analyses Chromium Steel Eads Bridge High Low Average 0.95 0.64 0.79 0.19 0.056 0.10 0.082 0.007 0.044 chromium steel the tube wall, there being rough agreement between the number drills used and the car- bon analysis—a 70-carbon steel requiring three drills and 90-carbon steel ten. Loads Carried Alloy Steel will described later, the chromium steel these main members was proof-tested very thoroughly full sized pieces, and there doubt that its elastic limit compression averages least 60,000 per sq. in. Small sized test bars machined from crop ends regularly devel- oped ultimate strengths 115,000 140,000 per in. tension. Captain Eads used design stress 30,000 per sq. in. compression for the most unfavorable com- bination loads. Stress analyses made last winter Johnson for the loads the bridge may now called upon carry show that the greatest working stress expected even now 39,700 lb. per sq. in., maximum that 10,600 less than the proof-load and even greater amount below the elastic limit. This stress occurs the unlikely event that hurri- cane strikes the bridge when both railroad and highway decks are loaded capacity and the hottest day the year. Captain Eads believed the bridge twice strong need for the conditions 1870, (i.e., that his design stress 30,000 per sq. in. for the alloy steel arches was half what might for the chromium steel used). Consequently from his recent computations Mr. Johnson believes that the maximum probable stress today 39,700 lb. per sq. in. should not considered dangerous. The day-by-day working stresses are figured 31,000 34,000 per sq. in. further remarks: “Consideration must also given the fact that high-strength steels are much more reliable under compression than under ten- sion.” Under these conditions, namely, that there are signs corrosion distress the main bridge members, and that analysis the loads now being carried give maximum stresses greater, proportion the elastic limit and ultimate strength the material, than are now being used basis for designs with ordinary structural steel, the engineer making the investigation had hesitancy stating that the Eads bridge amply strong for its pres- ent duties. Steel Making Art 1868 Fortunately voluminous account the Eads bridge was written Calvin Woodward, Washington Uni- versity, St. Louis. most interesting reading for the bridge engineer; also contains many side lights the steel and iron industry the day. Thus, the state the art 1868 may inferred from the following quotation “ = > Fig. 684—September 20, 1928, The Age Exterior Assembled Arch Member; Coupling Grooves Cut Ends A i \ BORO ROR OR OR OBO RO BOR OB OBR OB OR OB OR OR OR OR ORO ROBO ROR OR ORORORORO ROR OR ORO RK from Captain Eads’s first statement his associates the Illinois St. Louis Bridge Co. “To obtain the highest value cast compression think should used the tubular form. Although cast-steel tubes have been recently drawn cold hydrostatic pressure France, cannot learn that the process has been carried be- yond the production gun-barrels.(b) the use \ Braced Eye Bar Diagonals Between Top and Bottom Arches -Link for Strut Coupling Plan Horizontal Struts cast steel bridge building comparatively its infancy, have used the material much safer limit regards its ultimate strength than judgment would otherwise dictate. When this material comes universally used bridge construction the place wrought and cast iron (as inevitably will because its greater economy), the very large margin for safety your bridge will more fully appreciated. “To insure uniform quality and high grade steel the lowest prices, propose have the steel rolled for the arches bars ft. length, and such form that six them shall fill the circum- ference 18-in. riveted steel tube, in. thick, the manner that the staves barrel fill the hoops. [See Figs. and 2.] “This would virtually form steel tube in. diameter and 13% in. bore, the steel being about in. thick most. The tubing which the steel bars will inclosed will effectually protect the latter from the weather. “Every part the structure thoroughly (b) Captain Eads uses “cast steel” not the sense steel casting, but distinguish crucible from blister steel. the parlance the day “cast steel” “homogeneous steel” what would now called crucible steel forgings Elevation from Center Bridge tested degree strain much beyond what any possibility subjected when the bridge. For this purpose having powerful machine made.” Stormy Sessions with Andrew Carnegie This last provision was the source much delay and anxiety. contract for metal work and erection was signed Fig. sembly Main Panel Points Feb. 26, 1870, with the Keystone Bridge Co., Pittsburgh. before working drawings were delivered. Prices were: Crucible steel per Ib. (planing staves extra) Soon was found that there were many unusual re- quirements implied the contract. “Both iron and steel makers were unaccustomed the rigid tests,” says Pro- fessor Woodward’s history. “The insertion into specifica- tions the items elastic limit and modulus elasticity was new feature bridge contracts. Moreover, the grade workmanship desired was altogether exceptional.” illustrate the practical effect such specifications, may mentioned that pipe maker would tender bids for horizontal struts between chords (Fig. 3), because accept- ance tests were made one out every 20. The Keystone Bridge Co. (Andrew Carnegie, vice-presi- dent), subcontracted all the metal, getting only the wrought iron eyebars and structural shapes from associated or- ganization: Carnegie, Kloman Co. (Union Mills). The eyebars were special—more metal was upset the heads than usual. (d) seemed impossible meet the speci- fications without triple rolling, costly procedure, argument was started about the form the test piece. Eads held for cylindrical “bolt,” Kloman wanted circular groove turned the center localize strain. Eads refused because held that this gave fictitious increase per cent breaking load, and the form was such that the elastic limit and modulus could not deter- (c) The bridge was finally opened July 14, 1874, three years late. (d) Specifications were follows: Eyebars best American iron; upset ends to be planed on both sides, pin holes drilled. Each bar subjected proof load 20,000 Ib. per sq. in. without experiencing permanent set. Specimen test boits develop 60,000 Ib. per sq. in. ultimate strength. Test pieces cut from plates develop 60,000 Ib. per beams, 55,000; angles, 50,000. The Iron Age, September 20, | a | — — Front View mined. The iron shapes rolled Union Mills also seemed about per cent below specifications that were rep- resentative best foreign and American bridge work. The matter was finally compromised the makers accepting per cent reduction price per pound, and all iron de- tails were increased per cent cross section. Meanwhile, the steel contractors were having many troubles. The Keystone Bridge Co. strenuously objected any modification the requirements for the steel, wish- ing delay deliveries from sub-contractors and thus avoid penalties for slow erection. Matters came such head that one Captain Eads’s associates wrote: entertain fear the willingness the Keystone Bridge Co. complete the bridge time, all. Your letters evince spirit fault finding, captiousness, and supercilious disregard the spirit and letter the contract.” which Carnegie replied: “Captain Eads had expected that the then made six selected staves having ap- proximately the same modulus. Small test pieces were cut from per cent the staves, se- lected inspector from extra long staves those for imperfect workmanship, and must de- velop minimum elastic limit 40,000 lb. per sq. in. and minimum ultimate strength 90,000 Ib. per sq. in. If, however, failure such percentage these tests should occur create want confidence the remainder, the chief engineer may cause such additional numbers tested insure the requisite strength each stave. The Keystone Bridge Co. sublet the steel manufacture William Butcher Steel Works Philadelphia (Samuel Huston, president) 10%c. per tested. This company Fig. 4—Design Couplings for Arch Mem- bers Elevation A-A was the pioneer American maker steel castings (1867), but the equipment and staff were wholly inadequate man- staves would rolled require planing. Now, every ufacture forged steel bolts in. diameter, ft. long, with bar must planed. All holes are thing upset ends. make them rectangular ingots in. square, unheard of! Our upset links [eyebars] must made in. long were cast, carefully examined for surface cracks, different way. All links all lands are hammered only; and drawn down under steam hammer with several re- these have planed. Captain Eads must require only heatings. The first bolt tested broke unit stress the custom the trade. all men, your man real de- 30,000 lb. per sq. in., endangering the testing crew, cided genius the most difficult deal with practically.” ft. away. The second broke 33,000 and the third And was that time inexpedient annul the contract, 26,000 lb. Since the fractures showed gross defects, and because Carnegie’s influence with various railroads which since test pieces taken from the bars developed the specified were presumptive users the new bridge. strength, was thought that light forging the finish had Endless disputes were finally adjusted referees: Eads caused large internal tension stresses near the axis the got the required metal and the Keystone Bridge Co. got bolt. Annealing was suggested, but the first annealed one $363.000 extras. Nevertheless Eads and Paul Dahlgren, broke 12,000 lb. flaw near the end, and the next one his first testing engineer, had started something that con wrecked the testing machine. tinued, namely, close inspection and testing steel work was general America. 1877 forged eyebar was Rolling Steel Bolts Failure Couplings Such difficulties with getting high-grade iron sketched And went. steel bolts made for test, above foreshadowed even greater troubles with steel. In- broke under proof load. wrought iron bolts (made deed, they arrived when the first anchor bolts were tested, Union Steam Forge, Bordentown, J., Bridgewater Forge and continued almost unabated until attempts make Massachusetts, and others) tested under proof load the couplings steel were abandoned. Many small sized 18,000 lb. per sq. in., not single one failed. good ex- test bars convinced Captain Eads that several manufac- planation the trouble with the steel bolts was forthcom- turers either America Europe could make steel ing, other than the probability that the steel makers were the quality called for the specifications, namely: unable control the mixtures the crucibles make Each steel bolt must able withstand with- such large ingot homogeneous metal. The broken out permanent set load 40,000 Ib. per sq. in. anchor bolts were doubtless overheated and cold worked Specimen bars cut from each end each bolt must the hammer men. develop 100,000 per sq. in. ultimate strength. Meanwhile the Butcher plant was having trouble with Steel for tubes must have modulus elasticity the staves. seen from Fig. they are much lighter pieces tested and modulus stamped it. Each tube was (Gontinued page 733) 686—September 20, 1928, The Iron Age ‘ 7 7 A A-é B A | at ae Ps: ao L —— A > = | Vy | ” a urvey Shows Upward Profit Trend Paper, Pulp Products and Trade Misce/laneous Various Paints Metal Products, Misce//aneous Large Machiner /8 Smal] Automobiles Large General Rising Tendency Indicated, Especially for Larger Corporations, Although Counter Movement Disclosed Particular Industries CORPORATION SERVICE AGENCY trend profits the United States the past three four years has been generally appraised the basis published opinions resting solely facts pertaining one industry industrial group, infer- ences drawn from considering several such stated opinions. Manifestly there have been high and low spots indus- trial results, that broad conclusions based limited data are unlikely dependable, and are still less likely disclose general underlying factors affecting profits. obtain more complete picture the profit trend industry, Harry Bullis, secretary and comptroller the Washburn-Crosby group flour mills, now combined under the name General Mills, Inc., undertook comprehensive investigation. addressed inquiries 7500 American BULLIS CORPORATION SERVICE AGENC VONL Bea er 120 ++ +—+—4 Manulacrurers 100 Trends for Number Larger and Smaller Corporations Contrasted. The graph for the smaller companies based reports obtained Harry Bullis, that for the larger data provided cor- poration service agency manufacturers. From the replies selected about 300 that were complete their answers his questionnaire. these added 350 financial reports from corporation service agencies, and study corporation tax returns from the United States Internal Revenue Department. also corresponded detail with trade associations and in- dustrial groups. The results the investigation were presented Mr. Bullis paper read the recent annual meeting the National Association Cost Accountants New York. The paper will eventually published full the asso- ciation, but, the meantime THE AGE has prepared diagrammatic presentation figures obtained from the iarger manufacturing industries. fact that became evident the course the inquiry that industries, arbitrarily classified into two groups “small” and “large,” show different profit trends. The dividing line between the small and the large companies was drawn $1,000,000 net income annually. Income figures for corporations were classified this way according size and then grouped industries. Indices profit and sales for each group for the five years 1923 1927 were computed scale 100 for 1923. many PROFITS SALES HARP Variations Profit Trends Are Shown Different Industries. The graphs, left and right, though not intended give complete picture for in- dustry whole for any one industry, reflect general economic condition warranting the description “profitless prosperity” and Products Miscellaneous Manufacturers tal Products 100, 80} 140 120 80} 280; | 260} any 100 80} 60} 220, 240} ‘wy OF} 100 60} 4 140 Paper, Pulp 2 120 100 280}-—+ 60+-++- +4 | Vanufacturers wv 160} vee 180;--+ ~—; 1 160} ++ 4 80 i NY + 4 | } 120 100 60 10 aby 160} 60 +4-4+—4 The Iron Age, September 20, cases similarity the results business operations the small and large companies given industry dis- closed. few distinct departures from the general trend profits are shown for certain industries, but the causes for the difficulties that have beset these manufacturers are, some cases, generally recognized. Mr. Bullis’s investigation showed that, although profits have been declining some industries because special circumstances, the general profit trend for larger manu- facturers upward. believes that much the dis- cussion declining profit margins refers not the total amount earnings but the smaller margin profit each sales dollar. states that also probable that there declining rate return per unit investment many industries. The upward trend profits among the larger companies particularly noteworthy because the declining tendency prices. Quoting from article David Friday the Atlantic Monthly February, 1928, Mr. Bullis said that the Bureau Labor Statistics price index non-agri- cultural products for the year 1920 was 241, the basis the five-year period 1910-1914 100, and 1925 had declined 165. Yet the total profits all manufacturing and mining corporations (before taxes and depreciation were deducted) were $5,537,000,000 1920, and 1925 had increased $6,013,000,000. Manifestly the level prices was not the controlling factor determining the profits the two years. Again 1922 the price index began 158 January and rose 175 December; yet spite this price increase the total profit was only $4,536,000,000. With average level higher than 1925, profits were only about three-quarters great. The explanation lies the greater volume output and the increased efficiency labor 1925; the Federal Re- serve Board’s labor index output rose from 1920 104 1925. During the same period, the index for the number employed went from 103 1920 1922 and 1925, while the total payroll changed from 124 and 107 the respective years. With the gain volume output, overhead costs were reduced and profits increased accordingly. Continuing, 1926 the price index was 161, and 1927, 152; yet the labor index output 1926 rose 108, and industrial profits showed gain per cent. 1927 profits were nearly the same 1925, although prices declined five points between the beginning and end the latter year. apparent that higher efficiency production and larger volume consumption have both contributed increase total profits spite decreased percent- age profit with respect selling price. One reason that income returns corporations are sometimes misinterpreted, pointed out Mr. Bullis’s paper, that many corporations are conducted for certain technical advantages only, merely for the benefit other corporations, and are not expected show profit. Thus considerable proportion all corporations may appear unsuccessful, although many them are, fact, performing important service connection with the suc- cessful operation larger companies that earn satisfactory incomes. Mr. Bullis summarized conclusions drawn statistics assembled and the comments his correspond- ents follows: “Although profits have declined for all companies certain industries, and for some companies, especially the smaller units, many industries, profits industry whole have not declined, but have been somewhat upward trend.” Combination Firing Blast Furnace Gas and Pulverized Coal EVERAL Stirling boilers the Ensley plant the Ten- nessee Coal, Iron Railroad Co. have been fitted for burning either blast furnace gas powdered coal both. The earliest these units was first fired 1922. Addi- tional boilers have been added and their performances formed the subject matter paper Cutler, chief the bureau steam engineering the Tennessee com- Comparison Ensley Plant for Nine Yearly Periods Heat Mill, B.t.u. Per Hr. Aver- Average Boiler Hp. Coke age Generated Per Steam Com- Blast- of Pig Cent Fur- tion ing, Furnace Top nace Effi- Per Year Gas Coal Total Gas ciency Cent 1919 29,798 1225 2867 1567 998 63.7 156 1920 29,174 1150 2917 1652 977 59.1 145 1921 24,890 1660 2784 1330 834 62.7 123 1922 28,126 2160 2732 1495 942 63.0 131 Average 1919-22 27,997 1549 29,546 2825 1510 938 62.1 139 1923 2300 33,892 2640 1655 1022 61.8 13 1924 4270 38,016 2608 1687 1130 67.0 145 192 5050 39,154 2699 1708 1142 67.0 145 1926 31,965 5850 37,815 2473 1565 1070 68.4 140 1927 36,323 4030 40,353 2575 1827 1215 66.5 148 Average 1924-27 34,034 1800 38,834 2589 1697 1139 67.2 144 pany, read some time ago before the Fuels Division the American Mechanical Engineers. What follows abstracted from that paper. These boilers are arranged fired with either the two fuels separately combination both fuels the same time. They have gas regulating equipment which operates open the gas and inter-connected air dampers whenever the gas pressure the mains increases and 688—September 20, 1928, The Iron Age close whenever the pressure falls. regulating the sup- ply gas these boilers, the supply going the hot blast stoves and the boilers fired with that gas only equalized, thereby reducing the demand for regulation gas and air supply those units. Comparison conditions prior this installation with those subsequent made the table. This covers nine yearly periods, the first four which represent conditions previous installation the boilers. The last four years show conditions after the boilers were service and are based the assumption that per cent the total heat the top gas was delivered the boilers. the fur- nace gas not washed, the calculated heat the top gas includes the sensible heat. Wood-Working Tools Made High-Speed Steel Hartford Chapter, American Society for Steel Treating, opened its 1928-29 series meetings Sept. 11, enter- taining Henry Allen, chief metallurgist Henry Disston Sons, Inc., Philadelphia. Speaking the general subject “Tool Steels,” mentioned more particularly the effect molybdenum. One alloy tool steel containing nickel and molybdenum and about 0.85 per cent carbon was said harden through the center bar when water quenched. This illustrates combination alloys pro- duce hardening effect which neither one, alone and the same amount, would produce. Molybdenum added chromium steels said produce finer grain and tougher tools. Mr. Allen also mentioned the use high-speed steel tools wood-working machinery, and high carbon silico- manganese steel for finishing chilled iron rolls. Lake Transportation Automobiles Growing Factor Distribution longer uncommon see the large lake freighters moving and down the Detroit River, their decks covered with automobiles. fact, the lake freighter has recently come into position standard means for the factory shipments automobiles. Just when the first cargo automobiles was shipped this manner not clear. According one report dates back 1918, during one the railroad embargoes the war period. any event the use lake freighters for this purpose did not become much factor prior 1925. The last three years, however, have seen this move- ment developed its present magnitude. Vessels carrrying the majority this business may grouped three classes: the bulk freighter, the package treighter and the “automobile carrier.” Chiefly, the business the bulk freighter the trans- porting coal from Pennsylvania and Ohio westward, and the movement grain and ore from the western and northern ports the lakes back the middle-western and eastern ports. This type boat designed especially for The cargo hold entered directly from the spar deck means series hatches running athwartship, spaced ft. centers and with ft. between hatches. The depth the cargo hold about ft. The package freighter equipped with side gangways for loading and has intermediate decks between the spar deck and the tank bottom. The automobile carrier may may not have side gangways. Where access the lower decks not provided this manner, set permanent *100 West Kirby Street, Detroit. elevators serves handle automobiles and from the lower decks. addition the freighter, the passenger vessel may mentioned carrying limited volume this traffic. The automobile carrier has maximum capacity 650 automobiles, with average about 500. The bulk freighter will hold from 150 175 cars its spar deck, and often carries many the hold, while the package treighter usually carries from cars, addition other commodities. Automobiles for shipment are gathered one the various shipping terminals along the waterfront, the terminal having sufficient accommodations usually for 1000 1500 machines. The transportation company, its own dispatching system, keeps track the position all available vessels. When cargo ready move, the next vessel ordered into the pier for loading. soon the hawsers are made fast, the loading crew goes into action. Each car driven aboard under its own power. the vessel has side gangways, these are utilized. she has such entrances, the case some the automobile carriers, machines are driven the spar deck means convenient ramp and lowered the decks below the elevators. the vessel being loaded bulk freighter carrying cargo, the automobiles are driven the spar deck. Bridging used make track for the automobiles over the openings between hatches, this bridging being placed prior the movement machines aboard. Except one instance, which will the subject subsequent article, attempt made anchor the cars The Iron Age, September 20, 4 | > the deck provide any trackage except the flat bridging between the hatches. When the car spotted deck, put gear and the brakes are set. The car then covered with tarpaulin. Experience seems indi- cate that this sufficient prevent shifting the cargo except extremely heavy weather. The same scheme placement and the same precautions against movement are taken with those cars lowered between decks, except that canvas covering used. requires about hr. load unload automobile carrier. takes from hr. load the deck freighter. The loading and unloading time package freighter depends largely the amount and character the freight other than automobiles. The fastest boats this service are capable knots, while the average will run little less than 12, de- pending degree the weather. Sailing time from Detroit Chicago hr.; Duluth, hr.; Cleve- land, hr.; and New York, days. route distances the principal ports: The following are Miles Miles Detroit to Chicago ...... 634 Buffalo to Oswego ...... 163 Detroit Milwaukee ... 569 Toledo Buffalo ...... 251 Detroit Kenosha ..... 597 Toledo Cleveland .... 125 Detroit to Toledo ....... 54 Detroit Cleveland .... 108 Detroit Buffalo 261 Detroit Erie ...... 191 Westbound cargoes automobiles from Toledo other nearby ports are usually brought into Detroit the vessels, making short run. arrival the Detroit terminal the cargo transferred one the larger vessels for the remainder the trip. Shipments bound for inland points beyond the lake ports are transshipped the port either rail truck. possible course drive these cars their own power from the port, the final destination not too far, usually about 300 miles being the limit. Trucking firms now operating the lake ports handle factory shipped auto- mobiles inland special automobile trailers. One firm Duluth has developed special trailer for this purpose which holds three automobiles. Two such trailers are car- ried one tractor unit. Another firm uses trailer which will accommodate five automobiles. the traffic between Detroit and Cleveland—an over- night run—between 350 and 400 cars day are being handled. The total annual movement factory shipments water variously estimated between 130,000 and 150,- 000 cars, with approximately two-thirds this volume smaller 690—September 20, 1928, The Iron Age made port-to-port shipments—the remainder having destinations inland. The tariff all lake shipments regulated the United States Shipping Board and the Interstate Com- merce Commission. Passenger cars and trucks ft. less length, going from Detroit Buffalo, carry trans- portation charge each, which 50c. added for each additional in. length. From Detroit Chicago, cars under ft. in. carry charge $14.50, with differential for each additional foot length over ft. in. the same basis, shipments from Detroit Milwaukee carry charge $14, with differential for each OADING Section Decks Steamer Crescent City. The hoist “spots” the cars one deck after the other. three decks are shown use additional foot. The schedule shipments from Cleveland Toledo Duluth, and from Detroit Duluth, are follows: Cleveland Toledo Detroit Duluth Duluth Passenger Automobiles 111 in. but not including 128 in. wheel 128 in. but not including 144 in. wheel 144 in. but not including 160 in. wheel Freight Automobiles ft. in. but not including ft. ft. in. but not ft. This subject, from economic viewpoint, has several phases. The shipper, more precisely the automobile dealer, whom the shipment consigned, saves the block- ing and tilting charge required railroad shipment. quoted the Shipping Board schedule, these charges, which are addition the freight rates, follow: Charges for Loading Automobiles, Freight Passenger The charge for blocking, bracing and—or—tilting pas- senger freight automobiles follows: For furnishing and installing blocking.... $4.75 per carload Bracing and tilting materials tilt one automobile one freight car, addi- Bracing and tilting materials tilt two automobiles one freight car, addi- Bracing and tilting materials tilt three automobiles one freight car, addi- tion blocking 13.00 per carload 5.00 per carload 8.00 per carload This saving accrues the dealer, inasmuch sales prices for automobiles are fixed and include all items railroad freight costs. The shipper also saves some time being able have his shipment moved directly off the 4 , 4 gg Handling Automobiles Great Lakes Steamers REPARING Hoist Car from the Hold Bulk Freighter Ore Boat (Right). Below, the steamer David Thompson moving away from the dock the Minnesota-Atlantic Transit Co., De- troit, with deck load automobiles. the head page 689 seen the load this steamer, consigned the Northwest NLOADING Deck Load Automobiles Du- luth. ground the turn- table for swinging each car through deg., that may run off the steam- the wharf. turntable “spotted” opposite each row cars turn. Sheet steel troughs hold the cars position dur- ing the voyage 3 DAVID f LN ¥ wr “ — — 3 f ? > Ty 4 The Iron Age, September 20, boat, without the customary railroad yard terminal and unloading delay. All shipmerts are entirely covered marine insur- ance—the insurance going into effect before the cargo leaves the port origin and extending throughout the time the cargo being unloaded the port destination. Losses this service have been negligible and have occurred only reason the heavy weather early the spring very late the fall. The navigation season opens approxi- mately April and closes shortly after Dec. Boat shipments automobiles and trucks have been steadily increasing since 1925. The increase 1926 was about 7.4 per cent, while 1927 showed further gain 2.3 per cent. From present indications the increase for the current year will relatively larger, the movement rapidly gaining favor with both shipper and dealer. Distribution Rolling Costs Various Countries URVEYING rolling mill practice, with special reference reducing production costs through judicious rehabili- tation existing equipment, Russell read paper last spring before the Institution Mechanical Engineers Swansea, Wales. the course his paper presented diagram rolling costs, from which our illustration taken. What follows abstracted rather freely from the present state development under the stimulus 00 , Overhead Expenses Rolls ENTAGE Distribution Steam and Electric Power Rolling Costs. The American mill wire rod from the ingot; the Brit- ish, sheet bar; the Continental, semi- finished shapes and railroad ma- terial Production and American British Continental economic necessity for conservation four items: Time, owing pressure demand; labor, owing increasing value human effort; power; supplies and stores. Work- ing old established plants, expenditures conserve labor and power will usually yield the largest returns. The pre- dominant influence labor costs, and particularly labor plus power, will noted from the illustration. One outstanding difference between British and Ameri- can rolling mill practice lies the much more onerous de- mands made upon production equipment the United States. The author cites average blooming mill, which the United States would expected roll monthly about 60,000 tons ingots into 6-in. blooms. gives example from the Ensley works the Tennessee com- pany, which the average tonnage 12-hr. shift (in 1923) was 1730, making 144 tons hour. The blooming rolls made 684 passes hour the six turns surveyed. This was rolling 24-in. ingots weighing 10,800 with few larger ingots 14,000 lb. Few plants Great Britain, with anything like such output, would rely one blooming mill. The author refers several rolling about 30,000 tons month and doing two mills. Medium-sized merchant mills the United States are stated turning out from 6000 7000 tons month, 692—September 20, 1928, The Iron Age while the production corresponding plant the same type England between 1500 and 3000 tons. The author believes that the present three 8-hr. shifts vogue Great Britain could give way two working shifts and one idle shift, while turning out the same tonnage present. This would save about per cent the pro- ductive labor costs and would provide other incidental ad- vantages reducing the aggregate rolling costs. His sug- gestion predicated upon the difficulty the steel com- panies marketing even the present comparatively smal! production. Among the incidental advantages expected would the ability carry out the bulk maintenance work the mil! ordinary working hours, instead week-ends when overtime rates prevail. The plant would available for maintenance purposes greater proportion the time, per- mitting this work performed more efficiently and thor- oughly. Electrically driven mills can arrange the work- ing shifts that surplus power stand-by hours could disposed local public utilities, purchased power could utilized largely off-peak rates. Steam-driven plants would find possible get the fires good shape between turns. Heating practice both soaking pits and reheating furnaces could improved, with resulting smaller power consumption and roll wear. Consumption lubricants would diminished, the amount required more function the time the machinery running than the intensity the work being done. Grinding Surface Spring Leaves Increases Endurance Markedly extended research spring steels has been under way the National Physical Laboratory Teddington, England. The following steels are under investigation, they being the analyses most frequently used for making leaf springs England: Type Analysis Quench (Deg. C.) Carbon 0.6C 950 oil Carbon 900 oil Silico-manganese 950 oil 870 water 800 850 oil 800 850 oil Chrome-vanadium Low chromium High chromium 0.6 0.6 0.6 C,1.4 Torsional fatigue limits the silico-manganese and the chrome-vanadium steels were higher when tempered low temperature (and with correspondingly high ten- sile properties) than when drawn higher heats, unless the surface was highly polished—a condition wholly im- practicable service. interesting finding that 0.6 carbon steel spring leaves have fatigue range 30,000 per sq. in. the ordinary forged and heat treated condition, but this figure increased 85,000 per sq. in. grinding 1/16 in. off the surface, thus removing all microscopic Bradley has devised high-speed testing machine for testing such spring leaves. paper. Broadly speaking, modern rolling mill machinery has 4 Why Tilting Furnaces Are Better They Aid Working Open-Hearth Heat and Avoid Many Troubles— Likely Make Better Steel CARL PEIRCE* ferent points superiority the tilting furnace which aid giving more uniform grade product, greater tonnage and more economical operation. The thought which suggested was brought out Doctor Waterhouse’s paper “Basic Open-Hearth Practice,” read the May meet- ing the American Iron and Steel Institute New York. will the purpose this article present the dif- Ability Remove Unsatisfactory Slag stationary practice heats often melt with raw slags which are hard get into shape, and faulty steel can traced many cases this type melt. With the tilt- ing type, possible cant the furnace forward and re- move large part the undesirable slag and then make new one the addition burnt lime. This can done without the slag becoming too heavy and viscous and de- stroying the action the boil which necessary making good steel. Tilting Furnace Does Away with Slow and Hard Taps One the difficulties encountered stationary furnace practice that slow and hard taps. making quality steel stationary furnace, where close tapping tem- perature desired, slow tap will often cause skull the bottom the ladle and produce bad pouring large part the heat. This will more than offset the good re- sults expected from the close tapping cause this fact, melters prefer take chances and tap their heats hotter, insure clean pouring practice. Hard taps, consumiug from min. getting the hole open, and the metal started the ladle, are fre- occurrence. All open-hearth men have seen heats break out through the front while the furnacemen were try- ing get the hole open hard tap. addition the loss production caused such delay, the heat getting lower carbon and often the metal becomes too hot, pro- ducing unsatisfactory heat. the tilting furnace the taphole, being level with the slag line, usually opened half-hour before the heat ready tap. cut out permit full-sized stream enter the ladle when the furnace sufficiently canted. This type permits heats tapped closer tempera- ture, and the long run less off-heats will occur, because the heats can tapped when ready. With full-sized stream quickly filling the ladle, more uniform and bet- ter pouring practice will result. Tilting Furnace Does Away with Soft and High and Raw Melting Heats One the most frequent causes poor steel that the heat from which was made melted low carbon, soft. The size the heat charged stationary furnace usually governed the size the ladle into which tapped. The ladle expected large enough hold the charge, with the furnace and ladle additions and enough keep the metal hot enough for proper pouring. happens stationary furnace practice that, be- *1011 West Fourth Street, Mansfield, Ohio. cause poorly working furnace, charge with iron too low silicon, the heat will melt too low carbon, requiring the addition extra pig iron finish the melting and working the heat. Often, because the fear that the heat will exceed the capacity the ladle, not enough extra iron added when the heat gets this condition. Fre- quently, too, the furnace driven high temperature and the metal over-oxidized, effort get the heat ready without the addition extra metal. Many times extra iron added beyond the capacity the ladle and, when the heat tapped, the full ladle taken the pouring platform and the overflow allowed run into the pit. tilting furnace practice, the furnace returned upright position when the ladle filled, and any steel remaining the furnace left for the following heat. Heats which melt excessively high and raw, due high silicon the pig iron scrap, are common occurrence stationary furnace practice. This type heat will require large amount iron ore oxidize the surplus silicon and carbon and will require extra time and care work- ing the heat. This type heat will produce better steel than the soft melting kind, but not satisfactory the one having good, medium melt. Both soft and high and raw melting heats can, avoided with the tilting furnace, the common prac- tice add barely enough pig iron melt the scrap and then, frequent tests, judging the carbon and adding extra pig iron when the carbon gets down 0.20 0.25 per cent. this way uniform melts are obtained and time necessary drive the furnace avoid soft melting heat. Faster time per heat can made the tilting furnace, also, because rule both soft and high and raw melting heats require longer time for prepara- tion than those with good melts. Less Danger Breakouts Fronts and making low-carbon steel stationary furnaces, breakouts through the front port ends frequently occur. Ofttimes boil will start front one the doors, and many heats have been tapped few minutes ahead time because the fear breakout. Pig iron breakouts when the hot metal part the charge added stationary furnace are common occurrence all plants. With the tilting furnace, possible cant the furnace backward, repair the weak spot and, after allowing set for few minutes, return the furnace its normal position without the danger the heat breaking through. Less Bottom Trouble and Greater Tonnage Perhaps the greatest criticism the stationary type furnace the amount time lost because bad bot- toms and banks. This especially true the manufac- ture low-carbon steel. Often many hours are spent washing out the furnace bottom free accumulated lime and steel which have been left from previous This washing out process increases the size the tap- hole, that when the repairs the bottom are finished The Iron Age, September 20, 4 | | | | | | | 7 boat, without the customary railroad yard terminal and unloading delay. All shipments are entirely covered marine insur- ance—the insurance going into effect before the cargo leaves the port origin and extending throughout the time the cargo being unloaded the port destination. Losses this service have been negligible and have occurred only reason the heavy weather early the spring very late the fall. The navigation season opens approxi- mately April and closes shortly after Dec. Boat shipments automobiles and trucks have been steadily increasing since 1925. The increase 1926 was about 7.4 per cent, while 1927 showed further gain 12.3 per cent. From present indications the increase for the current year will relatively larger, the movement rapidly gaining favor with both shipper and dealer. Distribution Rolling Costs Various Countries URVEYING rolling mill practice, with special reference reducing production costs through judicious tation existing equipment, Russell read paper last spring before the Institution Mechanical Engineers Swansea, Wales. the course his paper presented diagram rolling costs, from which our illustration taken. What follows abstracted rather freely from the paper. Broadly speaking, modern rolling mill machinery has present state development under the stimulus 00 / thy SS, A, lprovemert ENTAGE Distribution Steam and Electric Power Rolling Costs. The American mill wire rod from the ingot; the Brit- a ish, sheet bar; the Continental, semi- finished shapes and railroad ma- terial Production and American British Continental economic necessity for conservation four items: Time, owing pressure demand; labor, owing increasing value human effort; power; supplies and stores. Work- ing old established plants, expenditures conserve labor and power will usually yield the largest returns. The pre- dominant influence labor costs, and particularly labor plus power, will noted from the illustration. One outstanding difference between British and Ameri- can rolling mill practice lies the much more onerous de- mands made upon production equipment the United States. The author cites average blooming mill, which the United States would expected roll monthly about 60,000 tons ingots into 6-in. blooms. gives example from the Ensley works the Tennessee com- pany, which the average tonnage 12-hr. shift (in 1923) was 1730, making 144 tons hour. The blooming rolls made 684 passes hour the six turns surveyed. This was rolling 24-in. ingots weighing 10,800 with few larger ingots 14,000 lb. Few plants Great Britain, with anything like such output, would rely one blooming mill. The author refers several rolling about 30,000 tons month and doing two mills. Medium-sized merchant mills the United States are stated turning out from 6000 7000 tons month, 692—September 20, 1928, The Iron Age while the production corresponding plant the same general type England between 1500 and 3000 tons. The author believes that the present three 8-hr. shifts vogue Great Britain could give way two working shifts and one idle shift, while turning out the same tonnage present. This would save about per cent the pro- ductive labor costs and would provide other incidental ad- vantages reducing the aggregate rolling costs. His sug- gestion predicated upon the difficulty the steel com- panies marketing even the present comparatively smal! production. Among the incidental advantages expected would the ability carry out the bulk maintenance work the ordinary working hours, instead week-ends when overtime rates prevail. The plant would available for maintenance purposes greater proportion the time, per- mitting this work performed more efficiently and thor- oughly. Electrically driven mills can arrange the work- ing shifts that surplus power stand-by hours could disposed local public utilities, purchased power could utilized largely off-peak rates. Steam-driven plants would find possible get the fires good shape between turns. Heating practice both soaking pits and reheating furnaces could improved, with resulting smaller power consumption and roll wear. Consumption lubricants would diminished, the amount required more function the time the machinery running than the intensity the work being done. Grinding Surface Spring Leaves Increases Endurance Markedly extended research spring steels has been under way the National Physical Laboratory Teddington, England. The following steels are under investigation, they being the analyses most frequently used for making leaf springs England: Type Analysis Quench (Deg. C.) Carbon 0.6C 950 oil Carbon 0.8C 900 in oil Silico-manganese 950 oil 870 water 800 850 oil 800 850 oil Chrome-vanadium Low chromium High chromium 0.6 0.6 0.6 C,1.4 Torsional fatigue limits the silico-manganese and the chrome-vanadium steels were higher when tempered low temperature (and with correspondingly high ten- sile properties) than when drawn higher heats, unless the surface was highly polished—a condition wholly im- practicable service. interesting finding that 0.6 carbon steel spring leaves have fatigue range 30,000 per sq. in. the ordinary forged and heat treated condition, but this figure increased 85,000 per sq. in. grinding 1/16 in. off the surface, thus removing all microscopic hardening Bradley has devised high-speed testing machine for testing such spring leaves. >- | 7 | | | | Why Tilting Furnaces Are Better They Aid Working Open-Hearth Heat and Avoid Many Troubles—Likely Make Better Steel CARL PEIRCE* ferent points superiority the tilting furnace which will the purpose this article present the dif- aid giving more uniform grade product, greater tonnage and more economical operation. The thought which suggested was brought out Doctor Waterhouse’s paper “Basic Open-Hearth Practice,” read the May meet- ing the American Iron and Steel Institute New York. Ab