The Iron Age 1929-02-07: Vol 123 Iss 6

THE IRON New York, February 1929 ESTABLISHED 1855 Duplex Plan Reduces Melting Time Malleable Foundry Doubles Output Molten Metal Without Increasing Size Furnace— Large Savings Cost BURNHAM FINNEY UBSTANTIAL reductions melting time, resulting the same amount space formerly occupied, the lowered costs, have been effected the sible tonnage per square foot molding space thereby iron foundry the Southern Malleable Iron being increased. East St. Louis, means duplex melting system Although this system has been operation less than six Cupola Supplements the Air Furnace months, already has enabled the company its output molten metal without adding the size the present air furnace. The saving melting time makes possible for the company put more molders Utilizing the advantages both the cupola and the furnace, the duplex system provides for the melting iron cupola and the discharge the molten metal through open spout into the rear the air furnace, Editorial representative AGE where provision made for the first stage refining. OLTEN Metal from Cupola Discharged Through Open Spout into Rear Furnace, Where Provision Made for First Stage Refining. Manipulation blasts makes possible closing down the cupola and starting again without dropping bottom 397 are made there determine the percentages elements the iron. one. known the first stage the refining zone, ted from part the furnace—or refining ridge wall consisting fire- k mn il na, t same material which forms the the cupola does not depart n igvain 4 bou i rough the wall connecting with shor the other end which ng it | main refining zone. \ reac o | ransferred f1 the one renning yne, yperator n sing [ Same met! od as me i il e Turnace. metal can made from ides the furnace short time. The ind proper combustion through which the metal flows from the first the second The from the pipe directed against the surface the molten metal passes from refining zone. steam zone the other, forcing the slag back and causing pass off side trough constructed for that purpose, thus leaving the molten metal flow from the first the second refining zone more less clean and free from slag. UPOLA Charged Skip Hoist and Con- tainer. Container loaded from large bucket, which f — Container with Cupola Charge Pulled Upward Cable Charging Floor the blower, together with high pressure air through the with oil for atomizing purposes. Waste gases through the main refining zone, thence through the first refining zone and out stack. However, these gases also forced through waste heat boiler directly ehind the stack, which fire-brick duct. burner Novel Method Removing Slag Steam Jet Additional means for removing slag provided pout connecting with the first and second refining zones. steam pipe has been constructed outside the opening The Iron Age The first refining zone formed making two in- verted V-shaped elevations the bottom the air fur- nace. One the elevations constitutes not only one end the first refining zone, but also one end the second refining zone, the other end which provided inclined elevation. Mounted the air blast pipe the cupola container which supplied with suit- able desulphurizing compound powdered form. When the air blast turned on, the powdered substance drawn out the container and into the cupola, where com- with the material the usual way partially free the molten metal from sulphur. all times there ‘ mere flame passing through the air furnace result the blast oil and pulverized coal from the pipe the wall the main melting zone, and means this the metal maintained highly fluid condition both the first and second refining zones. The first and second refining zones may referred both refining and melting zones because, although the metal molten condition when flows into the first refining zone and equally when passes into the second, there nevertheless some cooling the metal flows from the cupola the first refining zone. This also true the passage from the first the second refining zone, but both zones reduce the metal more liquid state than when entered the furnace, and main- tain the metal high degree fluidity. Cupola Charged Like Blast Furnace Charging the cupola done economically the skip hoist and container operated much after the fashion those used with blast furnaces. When resting the floor the foundry, the container close enough monorail conveying system that can loaded from large bucket containing charge, the bucket being sus- pended hook from electric cab the monorail which operated workman. The container pulled upward cable until reaches the charging floor, where its contents are mechanically dumped into the cupola. That this duplex melting system saves much time A ation during the past five months. When the air furnace alone used, 20-ton heat usually requires about hr. before the metal reduced molten condition means the duplex system just described the same heat run approximately hr. min. Obviously, such large saving time brings with lower produ tion costs. One the main purposes introducing duplex melt- ing, states Durbin, manager, was improve the quality the malleable iron. recent tests, bars standard dimensions showed unusual tensile strength with excellent elongation. The fractures were normal. The high tensile strength the castings attributed the duplex melting system and the company’s method single heat annealing, described THE TRON AGE May 8, 1928, 2 a page 1209. Country’s By-Product Coke Capacity Now 60,328,633 Net Tons by-product coke plants, comprising 185 ovens, with coal carbonizing 1,633,000 net tons coal annually and coke yield 1,143,100 net tons, were completed and placed operation 1928, while struction two other plants involving 109 ovens, with capacity converting 899,725 tons coal into 629,807 tons coke annually, was started late the year. THI tal number by-product coke ovens built Name and Brooklyn Union Gas Co., Central Public Service Corporation, Davison Coke Iron Co., Neville Island, Inland Steel Co., Indiana Harbor, Ind Philadelphia Coke Co., Totals rapidly has been the increased output individual blast furnace indicated the anying diagram. From average roughly 400 day per furnace 1924, output has shown steady rease until five years later, 1928, the individual produced average excess 525 tons with maximum reached Dec. 560 tons. The shows the rate which pig iron being produced stack the first each month each the five April 1924, there were many 270 bla operation; Aug. that year, the number The highest output per furnace was Nov. tons from the 182 furnaces then active. March 1925, there were 254 furnaces active, aver- 455 tons apiece; July there were only 189 fur naces, making 456 tons the average. Nov. the init output was maximum 475 tons, with 206 fur- blast. 1926 the number furnaces active ranged from 213 1927 the range was from 170 225; 1928 was 169 198. truction Jan. 1928, was 12,756, with annua coal carbonizing capacity 83,826,638 net tons, with coke yield 58,555,726 net tons. Additions completed and progress bring the total number ovens the annual coal carbonizing capacity 86,359,363 net tor and coking capacity 60,328,633 net tons additions by-product coke oven capacity started last year are Net K l Oy ( ( ke Koy B 800 ) 560.0 Kop} B ) 73,500 229,950 Koppers- 399,857 K 7 509.600 550 350 Number Blast Furnaces Active Average Output Per Blast Furnace Has Increased from 400 Tons Day 1924 525 Tons and More 1928 The Iron Age, February IRON AGE its canvass year ago showed that the United States Blast Furnace Output One-third Larger Than Five Years Ago Tubing for the British Dirigible Hardening and Tempering Process Key Success Mak- ing Tubing from Duralumin and Steel Strip for Close Tolerances Were Met (Spe cial Corre sponde nce) the ten years since the war Boulton Paul, Nor- England, have been developing form stand- ardized metal spar and are now completing the design and manufacture the framework the new dirigible, 101 this airship there are miles high-ten- ste ralumin large number specially sign eces from diecast stampings, ile cable and numerous special fittings the frame- making the tubing for this ship the Norwich com- its large plant for rolling and drawing steel and strip corrugated sections and round tube. the two types tubes used, one closed and the duralumin stamped and dished web for the tri- gular girders the smaller type the ship. All from ft. minute and then hardened till the draw claimed that the process used enables rade tensile steel strip used, and insures also even quality throughout, after the various proce Tests one the most difficult from the viewpoint heat treatment, cut into short showed the following results: Range proof stresses, 64.9 68.7 tons (145,400 Range ultimate stress, 88.3 93.9 tons (197,800 210,300 per sq. in. The hardening and tempering process furnishes the key the whole system. The formed tube passed through 70-ft. draw bench, with pyrometer control temperature. die fired tha entry id f the entry side the the diameter very bore being such that some, but not too much. friction fered the passage the tube section through it. The the requisite (about ase stainless steel) and water- fitted the die-holder the draw bench. hollow cast iron die onstantiv temperature through which cold water flowing. tube section then pulled slowly through the fur- die maintaining just sufficient tension the tion while the furnace insure straightness the finis hot section, leaving the fur- imme diately enters the water-cooled die, which com- The hed product. quenching and hardening this section. eed the operation kept constant watching peed indicator attached the draw bench. The tempering very similar the hardening, with, course, suitable adjustment temperature and, order speed the rate drawing, put tandem for this process. Duralumin sheet, being softer material, worked more quickly, and strip turned into tube rates two furnaces are 1929, The Iron Age ft. minute. course, furnace heat treatment necessary, and the procedure followed give the coils strip final heat treatment the salt bath and, after washing, dip them bath beeswax and tallow. They are then taken direct the rolling draw bench, and the flow work arranged that, once the coils leave the salt bath, they are quickly converted into the re- quired section. Jigs for Stampings Difficult Problem The technical work associated with the design and pro- duction the various main joint stampings, which, all the girders are triangular, had accommodate three tube ends and provide lugs varying angles, itself noteworthy achievement, for, while the stampings were generally similar throughout the vessel, the dimensions varied over wide angular range. The jigs consequently had made reproduce geometric conditions rota- tion around two principal axes, and was necessary also hold the work such manner minimize distor- tion due removal large amounts metal. This has been accomplished quite ingeniously, and one jig alone for main joint stamping can varied over changes angles one plane and about the same num- ber plane right angles the first. Further jigs have been designed for practically all parts, there much repetition work the airship, subject the minute variations angle mentioned, and the jigging process has also been the main girder and frame assembly. The value this proved itself when the erection stage was reached, for the components went together perfectly and part had rejected for dimensional error. Methods Compared for Determining Gases Steels Considerable work has been done recent years the accurate determination gas metals. compari- the various methods used different steel produc- ing countries has been made the United States Bureau Standards preparing uniform sample ingot iron and distributing few investigators. The iron con- tained 0.04 per cent carbon, 0.03 per cent manganese, 0.02 per cent sluphur and 0.006 per cent silicon. Analysis for gases gave the following percentages: Oxygen Hydrogen Bureau Standards...... 0.058 0.0006 Institut fiir 0.059 The first two laboratories use vacuum fusion method, melting graphite crucible high-frequency fur- nace. The American method weighs the evolved gases, while the German method measures their volume. Hy- drogen reduction solid sample (to which added antimony-tin alloy) used Sheffield. ¥ Planes Large Use Jigs and Fixtures Speeds Operations SSEMBLY line really begins the twelfth Day from the westerly end the building and ex- tends the easterly end the buildi first position the line consists three floor jig ft. long, which the complete fuselage frames ing. The sembled. The frame completed first moved next position the assembly line, where the sheeting “skin” “Alclad” applied. While this outer covering being riveted the fuselage frame other minor sub assemblies are being placed position, such the door, the fin, the stabilizer. When the fuselage completely covered with “Alclad” sheeting moved into the next position the assembly line, where the center section the wing attached. great effort required move the partly com pleted fuselage along the different positions the ine. All materials entering into the construction the transport are light that the plane easily moved from one position the next two rubber-tired placed under the ends the fuselage when the assembly the skeleton completed. These suffice until the com pleted fuselage, bearing the center section the wing, moves into the position next the last the line. Here the landing gear added, after the wing tips are tached the center wing section, and the plane moves into the last position its own wheels, with their 40-in 10-in. special airplane tires. While the partly completed and growing plane moves down through the center the building the final as- sembly line, important sub-assemblies are going forward the *This the concluding portion article 332 rst half appeared THE IRON Jan. page pak ve 327 ove Along Assembly Line Production Schedule Calls For Progression’ either side. Perhaps the most interesting these are the spar assembly and the wing assembly, conducted along the north wall the building between the twelfth and twenty-fifth bays. Three main spars run the entire length arger plane, the model 5-AT, which equipped with three Pratt Whitney Wasp motors 410 hp. each. the smaller plane, 4-AT, which powered three Wright Whirlwind motors 300 hp. each, the wing span ft. addition the main spars there are five auxiliary pars, which are lighter construction, save weight and because their chief function help hold position (and shape) the “skin” covering the wing and trans fer intermediate loads the main spars. All eight truction, are crossed right angles fore-and-aft trusses, also cantilever construction. both the 4-AT and 5-AT models the wing built the larger, 1230-hp. model, 5-AT, center section which attached the fuselage long; the smaller, 900-hp. model, 4-AT, ft. in. long. both model in. wide and, its highest point, where the center spar located, the wing 31% in. high. the center wing section the difference wing span between the two model effected the difference length their center wing spans the two outer wing sections, called the right and left wing tips, are the same size either model. They are ft. in. long, 31% in. high the inside end the largest spar and tapering down in. high the out- side end the wing tip Where joins the center wing Motors into Position with Portable Crane —Chain Hoists Horizontal I-Beams Sup- ported Two A-Frames. Note broad ft. in. between landing wheels The Iron Age, February 1929—401 Vi _ = 4 } section ft. in. wide, but tapers slightly the outside end, where only ft. in. pany which manufactures steel office files adver- skeleton tri-motored transport wing might the visitor exclaim: “Built like steel bridge.” rougho framework the wing convey this im- and enable the wing withstand the air pressure requ red fact I ety tions jigs after their upper chords led separate jigs. The U-shaped ised spar chords are reinforced tings Used the Ford Tri-M through ivi ougn the ing; the ionger inspor ack TOW id 3 are hinge fit riveted to heavy uprights ot h wing tips to spars at outer ends of cente bach plane on o ving i ese The r wer chor 1 spars where tions yin the Be S inaing wear fl rrin rron unts the in | 4 nt vin the nine sec Terer 4 in. hig entire length, upper and rds run parallel. The two other center spar sec ft. long and their upper and lower listant, but they are not high the center tion, for their height limited the taper- lines the ng. All six the wing rhes here they adjoin the cen- tions, and taper about in. height the iter end the wing tip ipleted sections wing spars are knitted together fore-and-aft trusses are fabricated into the skele- the wing section. When this accomplished the kin” covering applied and the wing tips are ready attached the center wing section, which the first part the plane. Wing tips are attached forged steel fit- ie center wing section bv r tings, which are riveted the per and low chords of t main spars exposed ends wing sections. pair 402—February The lron Age ne 1aws these fittings, when bolted together with steel bolt, forms fixture which joins the upper (or lower) chord wing tip spar the corresponding chord the cen- ter wing section spar. There are these fixtures, six either end the center wing section. Welded Tubular Motor Mounts Used When the center wing section and later the wing tips are made part the transport that nearing comple- tion, ready move into the final position the as- sembly line and receive its motors. These are affixed OTOR Mount for Out- board Motor, Made Entirely Chrome-Molyb- denum Tubing Welded gether. Tubing varies from in. diameter with 0.035- in. wall in. diameter with 0.095-in. wall. Mount side wing forged steel pension angles. These eyes enter the jaws forged fit- tings riveted main spars the wing, and are tical welded circle, right the plane means motor mounts built various chrome-molybdenum tubing welded together. The enter motor mount triangulated perpendicular frame, juare one side and circular the other. The square side backed against the foremost bulkhead the nose the fuselage, where attached with steel fittings. The motor then bolted the circular side the frame, which runs parallel the square base. The two outboard motors, suspended from the under side the wing either side the fuselage, are held place more complicated motor mounts. The upper sections the outboard mount are affixed the outer ends two the center section main spars forged steel fittings, which are riveted the uprights the Instead suspending the outboard motor midway between these fittings, the outboard mount con- structed that projects the motor forward, that ahead the leading edge the wing. This adds much the propeller efficiency the outboard motors, en- ables them function comparatively free air. open construction the outboard motor mount more than compensates for its weight, allowing freer flow air from the propellers while offering little parasite re- sistance the forward motion the plane. While this final position the assembly line detail work done upon the plane. spars. riety and Front Elevation the Wing Assem- bly, the Nose Also Tapers These Planes. strake passed through tap- ered rolls number times obtain the required shape. Each section frame its proper position, until the en- tire width the wing edge completed. Fabrication these sections the creasing its compres- sion stiffness i. 4 OMP Assembly Fuselage Frame. structural shapes and plates form framework which are cabin and cockpit. tion duralumin shapes, save fuselage 0.010-in. ness wings Assembly Work Plane Nearing Com- pletion. Cowling rings are being weld- ed, magnetos tested, gas and oil lines con- nected center mo- tor and pilots’ cabin inclosed with glass. Slot opening wing shows where tion bolted cen- ter section The Iron Age, February 1929—403 — c= - ld 4 —_ 4 — - 4 4 4 us’ — tubing, which has been assembled the south side the building, opposite spar and wing are put position the motors. Other sub-assemblies which are conducted this side the final assembly line are Control parts, such ailerons, rudder, elevators, are added the plane and connected All these cables, which are galvanized flexible steel cable, run the outside fuselage and wings, readily accessible for inspection and repair, but the ball bearing sheaves over which they run are located just inside the this position the pilots’ cabin inclosed non-shatter glass, here added the plane. with the control cables. “skin” covering. magnetos are tested and gas and oil lines are connected the motors. Two Pilots Exercise Dual Control The Ford tri-motored transport, first all-metal air- plane built the United States, dual control, that either two pilots sitting side side the cock- pit may have entire charge the plane any time. rectly front the pilots the instrument panel, every nstrument plain sight both pilots. Every Ford transport equipped with the following instruments: com- pass, altimeter, turn and bank indicator, clock and, for motor, one oil pressure gage, one oil temperature gage and one tachometer. plane When these are place the complete except for the interior furnishings the cabin. Interior furnishings, always supplied order, are not included the list price the plane. Wicker chairs, the lightest comfortable seats obtainable, are the prevailing choice, but any desired variety furnishings will sup- plied order and the cost added the list price the plane. the case the model 5-AT, which develops 1230 hp. with its three Wasp motors and has cruising speed 115 miles hour, the price $65,000. This model built carry passengers and two pilots, has wing area 835 sq. ft., and can carry maximum gal. gasoline its tanks, which are located the wings. Exceptional Stability Provided examination the structural characteristics the Ford tri-motored transport discloses that the engineers who designed recognized safety the most important factor the development commercial aviation. The 1929, The Age transport the long-tailed type, its total length being ft. in. either model. The large stabilizer, ele- vators and counterbalanced rudder, located the very tail end the fuselage, such great distance from the wing, contribute largely the inherent flying stability the plane. This stability enhanced the location the tapered, high-lift wing above the fuselage, for this places the center lift above, rather than level with below, the center weight. These features make possible for the plane, once the air and directed its course, “fly itself.” This more than mere colloquialism the industry. means that the transport requires but minimum effort the part the pilots hold its course and continue fly what sailor would call “an even keel.” Once its course, the controls properly adjusted, the transport will carry and all that will asked the pilots Many Stock Racks Both Sides Final This view gives some idea of the structural shapes into which sheets are formed be- Assembly Line. numerous duralumin fore they enter con- struction fuselage skeleton and the spars and trusses the wings that eternal vigilance which safety. the price absolute British Eliminate Bessemer Process Rail Specification revised edition the British Engineering Standards Association’s standard specification for bull head railroad rails has recently been issued supersede the 1922 re- vision. all references steel made the basic Bes- semer and other processes have been eliminated; the max- imum limits sulphur and phosphorus steel made the open-hearth process (ordinary and higher carbon qual- ities) and phosphorus steel made the basic Bes- semer process (higher carbon quality) have been raised; and the obligation mark rails with the association’s brand (or mark) has been canceled, new mark has been registered which may applied only rails manu- factured Great Britain and accordance with the com- plete requirements the British standard specification. metals elevated temperatures the subject 122-page pamphlet (Bulletin 11) issued Department Engineering Research, University Michigan, Ann Arbor. contains fuller account the researches described Prof. White before the December meeting the American Society Mechanical Engineers, and summarized THE IRON AGE, Dec. 20, 1928. Wanted: Better Chromium Plate view the misstate- Articles with Flash Plates the fabrication ments passing about, may emphasized the outset that little difference the chem- ical composition solutions offered for commercial chro- mium plating companies licensed under the principal patents. All chromium plat- ing solutions are low effi- ciency comparison with those for copper, zinc, nickel, silver and cadmium. While they are more nearly fool- proof and require less atten- tion, they must made un- JAMES der chemical control. The stability attained good chromium plating solu- tions, the physical properties the metallic plate, the low cost per square foot coverage, and the short plating time necessary for protective coatings, offset certain extent the low efficiency the plating bath and make the solutions now available profitable manufacturing plants working production basis. Experience more value chromium plating than applying other metallic coatings. Carelessness and incompetence the part the plater always result expensive losses; articles must properly cleaned and racked, the bath must the right temperature, and the current density must kept adjustment all times. Finishing Department Usually Child” Three major tasks confront those intending plate their products with chromium: Modernization the electroplating department that its mechanical efficiency put the same plane that other departments. Adoption and application definite electrolytic coatings proved merit. Creation new chromium bath which not only has high degree efficiency, but also capable being maintained non-technical operators. ~ description oft-observed unsatisfactory situations should convince the reader that the accomplishment these tasks imperative, chromium plating permanently established sound basis. have not yet seen manufacturing plant wherein the metal finishing department efficient the fabricat- ing departments. The reason probably that business executives, managers and superintendents are have been either mechanical engineers skilled the nature man the things knows and likes; consequently the iron, steel and metal-working indus- tries the machine favored and the chemist metal- lurgist plays comparatively minor part. the chemical industries, the other hand, the chemist has just much difficulty seeing the need for rearranging group presses, say, order speed production, has the manager brass mill appreciating the require- ments the plating department. How many manufactur- ing executives realize, for instance, that the loss from damage truck polished parts which has been al- lowed stand overnight moist atmosphere greater dollars and cents than the cost almost any operation *President, Metals Protection Corporation, Indianapolis. Chromium Are Sold with the Understanding That They change general Not Stain Wear Off, the Con- sumer Buncoed. Unless Coat- ings Real Merit Are Produced, There Will Decided Reaction Against Chromium Plate.” Customers are demanding permanent finishes, and this turn bringing about manufacturing methods. co, vitreous chromium now produce fin ish the quality which was never before thermore, the able use colors and fin ishes real merit and dura bility. painting and all other forms finishing until short time ago were engineer, chemist and industrial executive. Finishing partments were operated men whose knowledge usually was handed down from father son; fact, these men were free lances far their activities were concerned. However, the new finishes have brought about radical change personnel and methods. The chemist has worked out new processes plating and the engineer has designed efficient handling devices. Both are beginning appre- ciate the fact that the production schedule all depart- ments must laid out and synchronized that the line the metal finishing department just straight and free from breaks and reversals direction the other departments. Chromium plating can done much rapidly than other forms finishing that the handling work one the outstanding problems considered the installation. mean not only steady flow work through the department, but also adequate pro- vision during inspection, for polishing and for cleaning. Then and then only can the department function properly and keep losses down the minimum. Speed Invites Coatings Too Thin for Durability Demand for chromium-plated articles has developed rapidly that almost every progressive metal manufactur- ing company trying make this finish, yet few know even the most elementary principles the art. Automo- bile manufacturers, for instance, specify chromium fin- ishes and buy them the same they buy nails. They have standard specification for the simple reason that they not know what specify order get part which will resist the wear corrosive action which will subjected service. many cases only expe- rience several years will return the answer. When chromium-plated articles are sold the con- sumer the strength the statement that “they will not stain, tarnish, corrode wear off,” the consumer being “buncoed.” Many these articles are bad shape even before the buyer gets them. Unless there change buying and selling tactics, and coatings real merit are insisted upon, there will decided reaction against chromium finished articles. The majority chromium-plated articles now the market would show signs rust less than hr. ex- posure the Bureau Standards’ salt spray test. Sev- eral such articles tested the writer were made iron steel, plated first with copper, then nickel, and finally flashed with chromium. While such test unfair The Iron Age, February 1929—405 | alie | iis, bes affords comparison value the parts now being marketed. automobile body stock from atmospheric rrosion, minimum thickness 0.0005-in. chromium real chromium plate, protect necessary. apply this coating requires min., solution, but the plating done with hot solu- such generally used, the time will hr. recent investigation made five automobile ac- essory in howed no case where the combined thick- the ypper and nickel undercoatings exceeded the chromium-plating time varied from vhich would give maximum thick- 0.00001 Such flash coatings are valueless, and fair grade steel, well polished, with under- 0.00 copper and nickel, upon which 0.0001 een applied, will withstand hr. Such finish costs money. the merit for and steel one chromium over cad- ting 0.0002 in. cadmium, over deposit chromium, will with- least 250 hr. salt spray. When applied auto- ive salt spray for The secret good chromium plating the proper ining the surface plated, the proper selection applicat undercoating, and the nowledge type and thickness chromium The iting used resist corrosion and radiator shell nstance, not the same nis hat ould applied brass headlamp. brass headlamp should receive different treatment from that for steel. These finishes turn are unlike the successful coatings applied crank cam shafts, while pump shaft requires chromium plate entirely different from any the above. opinion, chromium-plated commodity should marketed until definite and intelligent tests have been made, and these tests cannot completed and standards determined less than year. Some manufacturers stamped and spun brass parts fully appreciate this cau- tion, for they learned their sorrow that chromium looks splendid when first applied direct their product, but after few months the beautiful finish comes off. Some other chromium-plated metals act the same way, that necessary refrain from recommending chromium until the coating has definitely proved its value. Much Research Continues Nothing specific can said the present time re- garding improvements plating solutions, except that any change value will radical nature. Many chemists are working this problem; discoveries from this concentrated effort may come tomorrow after sev- eral years. However, safe say that eventual im- provement will not toward solution greatly im- proved efficiency, because the operative costs with the present solution compare favorably with nickel plating. Also, the probabilities are that, even new and more efficient solution discovered, can utilized with the same electrical equipment that now being installed. Chromium solutions now require about 100 amp. per sq. ft., that present plants would probably have genera- tor capacity which could four five times more plat- ing than present requirements demand. Forging 165-Ton Ingot Into Boiler Drum ing drums for sev- stages during forgi eral high pressure boilers made Vickers-Armstrongs mited, Sheffield, are shown illustrated supplement Engineering, Nov. 30, 1928. These drums are ft. ft. in. outside diameter, and wall thickness are designed for 800 lb. operating pressure. Three proof tests are imposed each finished drum 1600 sq. in., maintained min. each time. Test pieces the end the completed forging must stand proof load 24,600 lb. per sq. in. without permanent int more than 29,000 lb. per sq. in., and tensile strength between 58,000 and 70,000 lb. per sq. in. Minimum elongation per cent in. and per cent reduction area. bars must bend losed around %-in The ingot for suc} drum weighs 165 tons; ited octagon, flats, ft. high, with conical head ft. high. poured from four acid open- earth heats, adjusted chemical composition nimize the expected segregation, bottom top. The set turn-table and turned four times min- ite during casting. stripped after hours and ransferred cooling remaining there least one ntn Discard cut from both top and bottom special athe, wherein the cutting tools rotate around the station- ary ingot; 24-in. central hole then put through the with trepanning tool. Chemical analyses near this and near the outside show remarkable constancy: Botton Bottom Top Top Center Surfa Center Surface Cart 0.2¢ 0.30 0.25 0.60 0.55 0.54 Silicon 0.24 0.23 PI phor 28 { 1 0.0 ) 0.034 Sulphur 0.022 0.022 0.0230 0.034 The Iron Age Rough forging done under 8000-ton press; finish forging under 4000-ton Excellent photographs show that this operation was done several steps: press. (a) Expand the 2-ft. center hole and bring the thus making rough tube about ft. internal and bout 7 f outside diameter (b) Forge the central portion over 4-ft. mandrel wall thickness about this form looks like huge pool. cession the same wall (d) Again starting at the center, forge a portion of the wal thickness close rough dimension convenient the large pres: Work toward either end alternate steps. Finish under 4000 ton press. Ends are left thicker for closing in. Normalize. (h) Cut to cerrect length, finish both inside and outside Close both ends. (j) Machine ends, inside and outside (k) Give proof test (1) Drill for boiler tubes Silver solders, usually regarded materials for jew- elry and table-ware manufacture, are being adopted for specialized purposes aircraft production and other in- dustries. Information gathered the Chicago nautical Exposition indicated that leading manufacturers commercial planes are following the United States Army specification, calling for silver soldering all joints the copper tubing used for oil gas lines. Push rods and motor attachments subjected excessive vibration are frequently joined with silver solder. used brazing material under the oxy-actylene flame. 7 ) hr | (c) Bring down each thickness Tests Full-Sized Pipe Joints Good Penetration and Proper Reinforcement Plain Butt Weld Will Develop Full Strength 16-In. Pipe Wall ESTS oxwelded joints full-sized pipe been made the McKeesport laboratory Na- tional Tube Co., during joint investigat with Linde Air Products Co. The results are summarized Serial Report No. from the sub-committee joints, American Gas Association. Both low-carbon lap welded pipe and seamless pipe (carbon 0.30 0.40 per cent) were used sizes from in. diameter. Four styles joints were tested, viz: the butt weld commonly used for oil transport lines and three variations the socket joint which have specified power house work. Sketches and dimensions are shown Figs. Six more joints were tested each size and style. make single test 20-ft. standard piece was cut into three 6-ft. lengths; the stub was reserved for ical and microscopic analysis; two the pieces wer made into the joint, and the third tested determine the strength the original pipe. Welding rod used was mild steel containing enough silicon and manganese self-fluxing. ° = Ream only enough remove burr FIG. Width face approximate Welding Plugs Plugs = = = = “0. FIG. All joints and 8-in. pipe developed 100 per cent efficiency when pulled tension, that say, fracture with only one exception occurred some distance from the joint and average load equal the strength the unwelded portions tested for comparison. the 12-in. pipe about one six failed the joint; the 16-in. pipe from one-half all them failed this manner. The table summarizes the results: With O elded J I Average Average Strength Pipe it Lb ciency Tested Sq. Per Cent In. Lap Welded Pipe Nort cket (Fig. 2) . f l 49,500 93.3 w et with groove (Fig ) ‘ , 51,400 6.0 Ss with rivets (Fig. 4) t l 47,500 7 l6-In. Lap Welded Pipe | t i} ) 7 2.( ) 95.0 Normal] ket (Fig. 2) ( 4 50,600 92.3 S c wit gr ve (Fig. 3) t 5 46,000 84.5 Socket with rivets (Fig. 44,600 83.0 therefore evident that the simple butt weld | Fig. 5—Typical Appearance Socket Joint 8-in Pipe After Failure Tension Fig. 4—Dimensions Oxy-Acetylene Welds Tested Pipe Fig. 6—Socket Joint 16-in. Pipe and Butt Joint 8-in. Pipe After Testing Compression The Iron Age, February the strongest, and the cheapest should pre- ferred. During the above described tests was observed that the fracture generally occurred the 12-in. pipe half way between joint and grip. (Fig. 3.) Furthermore, was apparent that the reinforcement the joint the larger pipe was hardly sufficient. new series six oxy-acety- ene butt joints was, therefore, made the 16-in. pipe, rod and but paying welding through the bottom using the same welding operator, especial attention the joint and building smooth reinforcement least one-third the thickness the pipe wall. were made off center, place them the position where These joints the others were observed fail. However, all these joints developed full strength the pipe, and failure oc- curred some distance from the weld. Compressive tests and 16-in. normal socket joints resulted shown Fig. After compression half the original length all welds were found undamaged. addition the details the tests for strength, the report also gives cost data and procedure control for making oxy-acetylene welds steel pipe. Steel Railroad Ties Used England and United States TER about eight years’ experience with sample lot steel ties, the Southern Railway England has or- traffic the design Sandberg. The first cost reported higher 70,000 ties for main line fron than that first-quality wooden tie from Canada This the third large order for metal ties the history British railroads, Dec. 14, 1928. 100,000 were put into the track London and North-Western Railway; many them Norway, creosoted and equipped with chairs. according Engineer, and 1890 about are still use after years’ continuous service, but these open ends and not keep alinement properly. style was used quantity 1887 the North- Eastern Railway, but was not satisfactory under ind fast traffic. Corrosion these roads was not fac- the failure, except where ashes was used ballast. The new order for the Sandberg tie, which ribbed with edges and ends turned down, hailed British ms: teel makers the entrance steel into new and im- portant market. The steel ties used widely India, South Germany and Mexico are adapted the flat-bot- tomed rail, such used the United States. The Sand- berg design the first wherein the necessary chair for bull-head rail integral with the tie. The simplicity the fastening obvious; one tie, two tie plates, and two wooden wedges are all that needed. Electrical circuits track are not widely England. plans retain wooden The Southern ties such sections are necessary the line. American engineers show little interest steel ties, except for special localities like ash dumping tracks industrial trackage handle molten metal slag. exception this the utilization discarded rail for ties. Two pieces cut proper length are placed few inches apart, and joined the ends welding scrap angle bar. Standard tie plates are then welded across the tops the proper position. The running rail attached bolts and clips, clamps and spring keys shown Fig. Special clamps permit the use rails different sections the standard tie plate. said that the cost this tie less its scrap value about $1, less than creosoted wooden About 1500 them are manufactured monthly the Delaware Hudson Railroad the machine illustrated THE IRON July 19, 1928, and laid second track. -perhaps per cent Manufacturers accurate chronometers cally standardized invar, the iron-nickel alloy with smallest coefficient expansion, for balance wheels and hair springs. Arthur Little’s Bulletin sug- gests that this improvement will adopted for watches, since plain, screwless balance rim much easier man- ufacture repair, and much sturdier than the bimetallic balance wheel. Sketch Showing Fig. 2—Method ( ) ¥ ore i Fig. Cross Section Sandberg Steel Tie and Method Attaching Bull-Head Rail 408—February 1929, The Iron Age Leaves from the Diary Foundry March 2.—Another trip with Mr. Haney; this time into the by-ways the business, those out-of-the-way places seldom hear and very seldom see, such the re- search department, where experiments are going con- tinuously with new equipment, new methods and new products. Here place where money being spent with little chance getting back immediately. hundred thousand dollars year the annual budget for this purpose. And one time the company designed and built some new equipment and, after testing it, de- cided was not marketable. Result, one million dollars spent with nothing account for it. Still suppose that necessary keep ahead the other fellow lose your business. This was surely revelation me. like their methods around here more and more. Mr. Haney never lectures this stuff though were try- ing sell something and had hard job doing it. fact, does lecturing all; just hauls out the figures, lets you examine them for yourself and draw your own conclusions. That the strongest kind argument, least for me. March 5.—Into the inspection department for few days filler-in while one the regulars nursing case I’ve seen more the foundry this one day than did the previous year. It’s like getting airplane view the whole countryside with one squint. It’s interesting even though only chasing castings; I’m what called the “detective squad,” corralling the bad ones and then getting somebody indicted for the dirty work. This all good exercise for diplomacy and sweet disposition. have any friends left after this snooping around will because polished sweet disposition. March 10.—That was strenuous five days put with the detective squad. I’ve worn out one pair shoes and perfectly good set vocal organs trying con- vince these birds that these castings were bad and the same time keep their fur smooth and lying the same direction. Jack believes that half the game getting with the people, those you work with and those you work for; you can this you are fit have people work for March got get busy this annealing stuff; while the inspection had chance measure ignorance. “Single anneal,” “double anneal,” “nor- malize,” all about? And another thing, this cleaning “tumbling,” “sand blast- ing,” “welding,” “chipping.” want know something about those operations and how those fellows work down March and had something that the lectures the “Making Iron and Steel,” but now see first hand. should have some scouting agents out ahead getting all the information need and crave. March 16.—I don’t seem getting with this foreman should. Maybe it’s only imagination. March 17. Saw excellent example today heads and risers large gear blank. The raw casting weighs tons; when machine-finished will weigh less than 60. The most this scrap heads and risers. That must cost the company something; first melt all that extra metal, then cut off these heads and risers with acetylene torches and then break them re- melted. Surely the company gets paid only for the finished weight? must find out about that. March sure now there something wrong between this foreman and myself. Every time run into him can feel back humping like cat meeting dog; something wrong! March 20.--The lecture modern foundry practice was like taking cold plunge after heavy funny how many things one can look without really seeing them. course, foundry would have laid out that the handling materials was minimum. Think Eight tons handled for every ton castings produced. And some poorly laid out foundries handle much and tons. March 22.—Had talk with Jack about this foreman and told him troubles. just bit peculiar you have study him and find out how approach him. That the biggest part this game—getting with people,” according Jack. Now study that foreman try something new him tomorrow. March 23.—It seems work; the first thing bright and early put best front and big smile; told Brankard that when had little time would like get some information from him. with the planning committee meeting came over. had some important questions ask him about the work this department, well some general questions about the foundry business—some these things that have been bothering for some time. certainly did his level best. Before going told that expected every apprentice regard him teacher well foreman. And wanted ask questions; sensible ones, course, and use our judgment picking the right time use him encyclopedia. also responsible for the production this floor, but there are always times during the day when foreman can help apprentice.” That’s cue from now on. March 25.—Had excellent opportunity see the construction open-hearth furnace; Mr. Brankard took over the one that being rebuilt. There saw the floor, roof, checkers and the whole works. And this little reliance Brankard did its stuff too. are getting like pals now. March 27.—Annealing does the trick making these castings just what the customer wants. Heat twists the little crystals steel around that they hook together better and give more strength. March piloted the annealers for half hour today; pointed out their construction and empha- sized the necessity placing the oil burners such way that the heating will uniform throughout the oven. April for our castings 1550 deg. Fahr. 0.25 per cent I’ve embalmed that one for good. April 4.—Only few weeks and shall given transfer out this department. Where the time has gone know, much less what should have learned. foreman handed customer’s blue print and asked figure out how would mold that one. was fine way find out what knew about reading drawings. Which reminds that need throw this sketching stuff high. Brankard explained where was wrong recommendations for that particular The Iron Age, February 1929—409 = was partly right. Then explained how would have done the order called for large number castings from the same pattern. 17 machine,” all which explained would know more about when reached the machine molding department. and iron flasks; course I’ve seen them around here, but never questioned the why them. Before woke Brankard asked why use wood flasks for the dry sand molds this de- partment. stuttered like stammerer earthquake and before made fool myself took over the drying oven. “Do you see any reason why iron flasks should used?” Just then saw truck load going into nice red hot ove face got hot these molds and had been wood would have looked like charcoal least. Wood flasks—hot ovens; didn’t say word and Brankard knew knew. ipril 9.—Double anneal: Heat 1550 deg.; cool either quickly slowly and then reheat about 1220 deg. Another bit information tucked away for keeps. But must find out why different temperatures are used with different percentages carbon. April 10.—Plans for the big semi-annual dinner are under way. The company gathers all apprentices to- gether for this affair, and diplomas are given all those who have graduated during the past six months. This one has been delayed bit the president has been away business. They are never held unless can pres- ent. Jack will receive his diploma along with about six otners, Glycerine Advocated Advantageous Quenching Solutions for Steel LYCERINE medium for quenching steels was tlad ‘ t ent Glycerine Steel Quenching,” delivered meeting late last year the Bristol section and Chemical Engineering group the Society Chemica Industry, held Bristol, England According the London Jron and Coal Trades + is common practice to use water ated about deg. intermediate quenching gent, but that their opinion this method unreliable, ving the fact that the cooling rate rapidly changes small variations the water temperature, especially the boiling point approached. Considerable ad- ntages would ensue, the authors suggest, establish- ing suitable intermediate quenching agents, resulting many refinements the technique the hardening steel. Emulsions oil and water have been 1 he presence oft even traces or emulsiiying agents nas been found detrimental and the absence this agent the oil-water emulsions are often unstable. Results experiments carried out the American Society for Steel Treating have shown, say the authors. that almost any desired range cooling rate between those oil and water can attained the use glycerine-water solutions various concentrations. The ng rat of ste¢ decreases continuous) vith the ad dition glycerine water, and more rapidly the per- centage glycerine increased, pure glycerine being lightly below oil; hence glycerine and water solutions effectively bridge the gap between oil