The Iron Age 1934-08-09: Vol 134 Iss 6

J. H. VAN DEVENTER G. L. LACHER Ww. W. MACON T. H. GERKEN Rk. BE. MILLER Editor Managing Editor Consulting Editor News Editor Machinery Bditor Pittsburgh Detroit Boaton F. L. PRENTISS R. A. Fiske A. I. FINDLEY L. W. Morretr R. G. McInrosH Cleveland Chicago Editor Emeritus Washington Cincinnati Contents Stainless Steel Commends Itself the Railroads Wages Must Follow the Price Gold How Attractive Finish Helps Sales Determining Shaft Bore Alinement Testing Sheets for Stability Under Strains Steel Building Without Joists Studs Rafters Giant Bliss Press Fabricated Welding New Equipment News Personals and Obituaries Washington News Automotive Industry July Pig Iron Production Markets Construction and Equipment Buying Products Advertised Index Advertisers THE IRON AGE PUBLISHING COMPANY FRANK, President GRIFFITHS, BAUR, General Advertising Manager PUBLICATION OFFICE: Corner Chestnut and 56th Sts., Philadelphia, Pa. EXECUTIVE OFFICES: 239 West 39th St., New York, Y., STAFF Member, Audit Bureau Circulations Findley, 311 Union Bldg., Oleveland Member, Associated Business Papers Herman, 675 Delaware Ave., Buffalo, Hi. K. Hottenstein, 802 Otis Bldg., Chicago Published every Thursday. Subscription Price: Peirce Lewis, 7310 Woodward Ave., Detroit United States and Possessions, Mexico, Cuba, Charles Lundberg, Chilton Bildg., Chestnut & $6.00; Canada, $8.50, ineluding duty; Foreign 56th Sts., Philadelphia, Pa $12.00 a year. Single Copy 25 Cents ; . Ober, 239 W. 39th St.. New York Robinson, 428 Park Bidg., Pittsburgh Cable Address, ‘‘Ironage, N. Y."’ W. C. Sweetser, 230 West 39th St... New York ex- her as and red or- the CODE 8 af- ate ca, 114 er i | D. C. Warren, P. O. Box 81, Hartford, Conn. i- } EIGHTIETH YEAR SERVICE THE METAL WORKING INDUSTRY THE IRON AUGUST 1934 Page Special Alloy Steels may private reemp has back sine the 000 full range special alloys, tool steels, stainless and heat resisting steels are immediately available through the Ryerson Steel-Service Plants. Stocks in- clude all the major specifications. Ten plants strategically located, provide for immediate distribution throughout the principal industrial areas. All other steel and allied products are also carried for immediate shipment. Experienced organization and unequalled equipment assure dependability ac- curacy and speed. Whether you need few pounds carload, your order will have our personal attention and will shipped once. Write for the Ryerson Stock Immediate Steel. JOSEPH RYERSON SON, INC., Chicago, Milwaukee, Louis, Cincinnati, Detroit, Cleveland, Buffalo, Boston, Philadelphia, Jersey City the with the RYERSON THE IRON AGE ... AUGUST 1934 ESTABLISHED 1855 Vol. 134, No. OMMENTING upon the fact that more than 10,000,000 still lack work, the L.’s latest monthly bulletin says that Government may have take over the means production, private industry fails contribute its share toward reemployment. true that far putting men back work concerned, the loudly heralded recovery program has been somewhat fizzle. And yet putting men back work was the essence the program, the sine qua non depression Thus far, one year the New Deal—the ten billion dollar cost which, Carter Glass warns, the tax payer must eventually foot—has put 000 men back work. course this fortunate four million did not all march back work one time the beginning the NRA. They straggled back unevenly during the course the past months; some them early the period, some them late. arithmetical average would show that they have had not more than six months work per man. Just the effectiveness the recovery effort must measured strictly the number em- ployed that puts back work, must its cost measured. The public may willing dig down its jeans put men work, because knows this the public not eager spend its depleted where- withal, this time, for model homes Reidsville, the transformation marginal lands into forest parks and game preserves policing battles in- Back the Main Road N stigated attempts make the blue eagle union label. Measured the one unit that the public willing stand for, the unit reemployment, the New Deal has cost will cost the taxpayer—and this means every one with wage envelope, income any possessions—the sum five thousand dollars per man-year employment secured it! The reason both for this high cost per man and for the failure reemploy more than four million simply this: The Government has gotten off the main road reemployment and recovery and wandering the uncharted detours social reform. must get back our job building the main road recovery, the road reemployment. must get real road builders work upon and dis- miss the theoretical crew professorial experiment- ers who have been leaving the road building job order explore the woods the hope discover- ing strange specimens social phenomena lay upon their laboratory tables. No, the remedy not more Government busi- ness, the suggests, but fewer theorists Government. Private capital and private industry will gladly follow practical road builders who know their job and who stick it. But they will not follow the erratic wanderings pedagogic “reformers” who, with all their degrees, have not yet learned that straight line the shortest distance between two points. — no \\ Stainless Steel Itself grand tour the Zephyr signalized the stainless steel railroad material. The new train, striking design, captured popular imagi- nation and heightened interest the rapid changes that have gotten under way railroad transportation The metal-working industry, less than the general public, was made more keenly aware the carriers’ determination reduce their costs and regain and the earnestness with which they are wrestling with the problem modernizing and improving their rolling stock. Much the work that has been done this direction has definitely passed the experimental stage, made evident this article. But there remains wide field opportunity for ingenuity design and the application materials. The competition different materials for preference already keen and promises become keener. general survey the possibilities that have been opened new de- railroad rolling stock, and especially freight equipment, was published THE {RON AGE May page our issue July 12, page 10, the use unit steel castings for freight car underframes was described. THE AGE Aug. page 18., aluminum railroad material was discussed recent nation-wide tour the Co., Philadelphia, hastened steel train built for the ginning new era railroad pas- Chicago, Burlington Quincy senger transportation, insofar the Railroad the Edward Budd Mfg. steel industry concerned. Iron Age, August 1934 The Burlington Zephyr, which self-propelled, three-car, articulated high-speed unit, was not the first light-weight passenger train placed operation, into the construc- tion which stainless steel com- peting metals entered. Its grand tour, however, was highly spectacular. The Zephyr actually took certain amount personality sped over the rails and paused briefly in- spected curious throngs country’s great metropolitan minals. world-famous musician national hero could not have been treated with more deference. More recently light-weight stain- less steel multi-section car was placed operation the elevated tracks the New York Rapid Transit Corpn. was described detail THE IRON AGE, July 19, 1934, page 30. The debut this unit, com- ing only few weeks after the intro- duction similar car constructed largely moderat these pal trar the ant New use rapid The New recent stainle: greates lie. which they stainle prepar passen solved volved more The pe largely aluminum, attracted only moderate amount attention. Yet these units are milestones munici- pal transportation. Their operation the antiquated elevated structures New York which were built for the use obsolescent wooden cars may solve serious problem New York’s rapid transit system. The Burlington Zephyr New York elevated unit are the most recent examples the application stainless steel the two fields greatest future application seems lie. The potential tonnage involved enormous. problems which must met are baffling. While they are not the chief concern the stainless steel industry, must prepared offer continued assistance. the exponents stainless steel passenger construction have solved the mechanical volved this revolutionary type equipment, they face now even more serious task demonstrating ited om- ain the \ i the Railroads the debt-burdened railroads and ur- ban transportation systems that the relatively expensive light-weight units are economically justified. First Stainless Steel Car 1931 the case with other applica- tions stainless steel, its use rail- road passenger car construction relatively new. The first unit built was the so-called Budd-Micheline car which was introduced 1931. ran pneumatic tires, was electrically driven Junkers two-cycle Diesel engine and was capable speed miles per hr. With over- all length ft., the unit accom- modated passengers. Soon afterward the Budd company constructed one-car unit for the Reading Co. for Philadelphia subur- ban service and next two-car train for the Pennsylvania. Both these units ran pneumatic tires and both were powered with Cummins four- cycle Diesel engines, the two-car unit having one each car. The Reading GERKEN News THE IRON AGE The Burlington Zephyr the Century Progress contrasted with older types passenger train equipment. 4 fie ~ a» car generated speed miles per hr. and the Pennsylvania train in- creased this figure miles per hr. All three these early installations were designed for suburban inter- urban service. was not until 1933 that stain- less steel train was built for long- distance passenger service and this was installed the Texas Pacific Railroad for specific run between two large Texas cities. Described THE IRON Nov. 1933, page 25, consists two cars, the forward unit carrying the power plant which made two American-La France 12-cylinder, 240-hp. gasoline engines. The first car contains 15- ft. railroad post office and baggage compartment and the entire unit has seating capacity 76. The forward car runs steel wheels, the trailer pneumatic tires, and the train de- velops speed miles per hr. The construction details the Bur- lington Zephyr are now generally familiar the engineering public. The train driven Winton 600- hp. Diesel-electric power plant and designed for speeds 110 miles per hr. This required the shaping the train reduce air resistance head-end and frictional. Wind tunnel tests have indicated that operating speed miles per hr. the total resistance motion will have been reduced about per cent that three-coach train the same weight designed the con- ventional manner. The train consists three car bodies 4 J — 4 7 4 ‘e coef ory ; long and weighs approximately 195,- 000 carries seats for passen- gers the two rear cars while the first car accommodates 50,000 baggage and express. The first car also contains 30-ft. mail compart- ment. Passenger facilities are divided among 16-ft. smoking compartment, smaller solarium lounge and 31- ft. seating compartment which ac- commodates persons. The greater part the body struc- ture the train from floor roof performs load-carrying functions. The truss form construction adapted the Budd company for the utiliza- tion built-up sections thin-gage stainless steel fastened together the Budd Shot-weld process used. The main members the car bodies are Pratt truss side frames which have been carried the roof the use diagonals wide dead- lights between the windows, and which the roof forms the top chord. Most the truss members are flanged box sections formed deep flanged channels and cover plates fastened together Shot-welds. The stainless steel used these sections has minimum tensile strength 150,000 per sq. in. and elastic 10—The Iron Age, August 1934 limit 120,000 lb. per sq. in. with satisfactory ductility. The floor structure made corrugated stainless sheet steel, the bottoms the recfangular corruga- tions which are welded flat sheet. Both sheets are welded the longitudinal stringers which ex- tend across each car. The stringers are secured transverse supports built into the car frames. The floor thus permits the end loads dis- tributed the side girders. The roof primary structural member assuming the entire compres- sion load. built longi- sheets welded the roof carlines and reinforced points maximum stress. The roof-sheet corrugations are 7/16 in. deep with pitch in. Engine Bed High-Tensile Steel The engine bed the Zephyr was fabricated Lukenweld, Inc., and consists rigid arc-welded steel plate structure annealed after weld- ing. The steel used alloy chromium, manganese silicon, designated Cromansil, which was furnished the Lukens Steel Co., Coatesville, Pa. has tensile strength 90,000 lb. and elastic high resistance fatigue and shock. The engine bed also serves bumper and bolster and built into the lower chord member the side trusses form the foundation for the nose structure the car. The entire bed ft. in. long and ft. in. wide and weighs 6070 Other Materials Many other interesting materials applications occur the train. The stainless steel sheathing not all the fluted type used previous in- stallations prevent shear lines the very thin material. Uncorrugated stainless steel sheets are used the curved surfaces the front and rear ends the train, the curved roof the rear and the roof over the engine room. the front the steel 1/8 in. thick, but elsewhere 0.030 in. material. Several makers stainless steel supplied material for the Zephyr, including the American Sheet Tin Plate Co., the American Steel Wire Co., the Republic Steel Corpn., the Allegheny Steel Co. and the Superior Steel Corpn. The are Unite rial stain ibly and with struc tion cars. with inum cond spac went that pass prov The ably weig cula pose new (At Left) Assembling stainless steel car the Budd piant. The truss form construction clearly a The deadlight panels the cars are Armorply, turned out the United States Plywood Co. The mate- rial consists plywood covered with stainless steel. The panels are flex- ibly mounted channels the top and the bottom where they are sealed with plastic calking material. Aluminum entered into the con- struction the train the insula- tion the walls and roofs the cars. They are insulated throughout with Alfol, material which made several sheets crinkled alum- inum foil weighing about 1/4 oz. per board measure. combines low conductivity with low convection air spaces and high reflectivity. wide variety other materials went into the train but the examples mentioned serve illustrate the fact that the construction light-weight passenger trains will never the province one material industry. The ultimate ideal will unquestion- ably combine. diversity light- weight products, each which cal- culated serve its particular pur- pose best. Word About the Power Plant The generation power for the new type high-speed passenger trains remains subject consid- erable difference opinion which will not discussed here. The power plant the Zephyr was designed the Winton Engine Corpn., subsid- iary the General Motors Corpn., and the main generator, exciter, aux- iliary generator and traction motors were built the General Electric Co. Power originates Winton 600-hp. high compression, two-cycle, 8-in. 10-in., eight-in-line en- gine. Power for all auxiliaries taken from the engine excess its rated output 600-hp. 750 r.p.m. The engine incorporates many novel features construction and design, suggested the possibilities power economy afforded stream- lining railroad equipment. Zephyr Built for Particular Purpose While the grand tour the Bur- lington Zephyr and its subsequent ex- hibition the Century Progress Chicago have proved tremen- dous advertising value its owner, its builder and the makers the materials which went into its con- struction, was purchased with definite practical purpose mind. the fall will into regular serv- ice between Kansas City, Mo., and Lincoln, Neb., making the 251-mile shown. (Above) Interior car showing floor construction and roof reinforcement. duce the cost passenger train op- eration, especially two- five-car trains which are now operating lit- tle profit. Its schedule the Kansas City-Lincoln run will make possible the elimination two loco- motives and six passenger cars hav- ing total weight eight times that the Zephyr. Speed Above 100 Miles Per Hr. the Boston Maine Rail- road placed order with the Budd company for stainless steel train operate between Boston and Port- land and Bangor, Me. Capable speeds excess 100 miles per hr., its prospective schedule somewhat more extensive than that the Zephyr. Leaving Portland early the morning the train will make quick run over the 115 miles Bos- ton, then head north through Port- land Bangor, distance 250 miles, return Boston and again come back Portland ready re- peat the journey the following day. Covering total 730 miles daily, the unit will replace two ordi- nary steam trains and reduce the running time over the route covered per cent. Similar many respects the The Iron Age, August sile stic ses nto ide 3 for ‘he ils in OO Zephyr, the Boston Maine train will consist three cars, with ac- commodations for 148 passengers, complete buffet service and baggage space. will powered two- 600-hp. Winton Diesel engine the forward car. Application Longer Runs However, the practical use high- speed, light-weight trains not nec- essarily confined comparatively short runs. The Burlington train re- cently ran from Denver Chicago, average speed miles per hr. The fuel oil cost was $14.88. The av- erage much heavier makes the run hr., fuel cost $255. While such comparisons favorable the light-weight train might not made regular service, the economic possibilities are less apparent. Edward Budd, president the company which built the Zephyr, be- lieves that the more immediate use this type train will over- night service between cities approxi- mately 1000 miles apart and which now require from hr. the fastest trains. has pointed out that the distance between New York and Chicago could easily covered hr. train this type, compared with the present scheduled time hr. The running time might similarly cut many other trips approxi- mately the same distance between large centers where passenger traffic comparatively heavy. Overnight schedules might easily arranged between Boston and Chicago, New 12—The Iron Age, August 1934 York and St. Louis, New York and Florida, Chicago and Denver, St. Louis and Denver, Cincinnati and New Orleans. transcontinental ser- vice, the 3200 miles between New York and San Francisco might covered hr., compared with days present and hr. the fastest scheduled plane. Operating Costs Are Studied Despite the speeding service which can definitely accomplished with modern light-weight equipment, the railroads could not afford make the expenditures required for the in- stallation passenger trains the new type unless operating costs could greatly reduced. This subject has been given considerable study the Budd company, and some the con- clusions reached were outlined Mr. Budd lecture this spring the Harvard Graduate School Business Administration. The carriers have realized for years that passenger traffic has not been profitable, but losses incurred have been made the increased effi- ciency the carrying freight. With freight traffic reduced sharply the last four years, attention has been directed the passenger trans- portation problem. There was time when passenger service able, but the meantime equipment has grown heavier therefore more expensive operate, while travel has become lighter. Economies might achieved the operation fewer and larger trains, but this would result less patronage and further accentuate the problem. The most logical solution would seem the operation lighter trains with reduced seating capacity keeping present lighter travel, but which could run lower cost and conse- quently more frequently. Definite operating costs are difficult determine, but most persons are agreed that they are directly propor- tionate the weight the train. typical passenger train today, con- sisting Pacific-type locomotive and tender, baggage car, four coaches, one diner and two parlor cars, would weigh approximately 1,600,000 lb. Such train can accommodate 40,- 000 lb. baggage and 380 Half capacity now fair average most trains and thus 8500 dead weight must moved order carry each passenger. the other hand light train with capacity 236 passengers, with ample baggage and buffet space, would not weigh more than 230,000 less than 1000 lb. per passenger. op- erated fast and frequent schedules, such train could unquestionably at- tract new business. Cost High-Speed Equipment The present cost high-speed stainless steel train not excessive. certain, however, that volume production would greatly reduce the price. figured per pound basis rather than basis earning power, the price difference between the old and new types equipment accentuated. modern locomotive with tender costs about 18c. and passenger coach about 20c. With material cost stainless steel alone amounting approximately 30c. lb., difficult imagine any kind competition. steam locomotive also costs about $30 horsepower, am & The like the engine bed the Zephyr, are made arc-welded Cromansil steel plates, annealed af- ter welding. while But take ent pic strengt eighth have structic tion strengt ference steel steel and steel duction output. Mr. that such saves save three passen the The and costs ing about steam 180 the 920 weigh opera speed train light- free miles come expen the with capac the about are comp impo tion while Diesel-electric drive costs ap- proximately $80 horsepower. But the relation cost weight taken into consideration, differ- ent picture appears. Stainless steel sections proportionately the same strength equivalent carbon steel members weigh approximately one- eighth much. Corrosion does not have considered stainless con- struction and thus very thin sec- tion may used the required strength obtained. The price dif- ference between stainless steel and lb. ordinary carbon steel 2c. 3c. lb. not great, and may assumed that stainless steel prices may reduced duction costs are lowered volume output. Mr. Budd has aptly pointed out that the cycle weight reduction such that lb. saved appointments saves another structure; these two save third power plant, and all three justify reanalysis with even further weight reductions. the passenger pay load becomes, for first time, significant part the whole. The steam train referred pre- viously, with its 3000-hp. locomotive and its total weight 1,600,000 costs aproximately $364,000. This rep- $960 passenger. The light-weight, 900-hp. Diesel-electric train, weigh- ing 230,000 would cost present about $300,000. This figures $1.30 figured half-capacity for the steam train, basis only 180 passengers, the cost per passenger the steam train would rise $1,- 920 against $1,667 for the light- weight train. When figured the basis total operating costs running speed miles per hr., the steam train would $1.60 mile and the light-weight unit 60c. mile. the free running speed raised miles per hr., the respective costs be- come $1.85 and 70c. Steam train expense would then balance out with passengers 3.6c. mile, while the lighter train would meet expenses with passengers 2c. mile. capacity, the cost per passenger the light-weight train would only about mile. The above figures are the result extensive survey the subject made for the Budd company. Safety Factor Not Neglected The factor safety great importance railroad car construc- tion and performance case col- - ann The adaptability the Shot-weld method this type assembling clearly illustrated. The operator can make hundreds welds a & lision must carefully studied. such instances, the car must built that its body will remain ap- proximately the original shape and thus serve inclosure protect the passengers. precaution must taken prevent the car from collapsing. When one car col- lides with another, the force the blow proportionate the weight the car times the velocity. two 70-ton cars collided speed miles per hr., the blow would 530,- 000 lb. seconds. 30-ton car struck 70-ton car, the blow would pro- portionate their combined weight and the damage the 30-ton car would proportionately less. can thus seen that great strength material results less weight, the re- duced weight force and makes for greater safety lowers the collision operation. daily with portable welder. The maintenance passenger car equipment important factor the cost operation. Repainting alone runs into large sums. Painted surfaces have cleaned frequently, usually with soap and water. The high finish stainless steel surfaces not only eliminates entirely the ne- cessity for paint, but also prevents the adherence foreign materials and car constructed may cleaned wiping brushing off. The highly polished outer surface stainless steel train also acts insulator against extremes heat and cold. The lower heat conduc- tivity helps maintain moderate temperature within the car. The gen- eral appearance such train, demonstrated the units recently placed operation unquestionably asset any railroad. The Iron Age, August 1934—13 ich 4 1 “wi q 4 j ta { 4 4 Wide World Wages Must Follow the Price unfortunate that the ideal “1926 price levels” has fostered the belief that should aim for res- toration the price each commod- ity fixed level, regardless wide variations intrinsic changes processing costs. dynamic world, dead-level prices individual com- modities are chimera; only through relative changes price that the law growth can work, and cause displacement the outworn the new. But that does not preclude the idea managing the rate change. you tightly band tree, either the bands will burst, the tree killed; but you can remove deadwood and prune get harmonious shape. with our price-structure, once given stable money, and harmon- ious prices, may able develop means govern the rate change and hold within harmless tolerance But what have deal with now condition unstable equilibrium, due sudden and arbitrary change the price the money metal. 14—The Iron Age, August 1934 instead problem price stability, have rather problem price re- adjustment, and the speed which can brought about. With re- duced gold equivalent the dollar bill, money wages which were fair com- pensation are rapidly becoming inade- quate and will have increased keep our system operation. The blunt statement that the plant- owner must provide more money for wages likely provoke explo- sive retort that already losing money. Yet think can conclusively shown that now the time when the owners must take the leadership with its risks, which their func- tion assume. Not only the oppor- tunity for greater profit now inviting, but the other hand, there the threat that unless the risks are taken, losses instead profits will ensue. What however may quite essential some form co-ordinated action, suggested further below, min- imize the risks the point where they can and will taken. had consideration other than that disposing current pro- duction those tied directly the processes extraction, manufactur- ing and distribution, would the relatively simply one pushing through the whole system new stream goods higher price level, based higher money wages capital well labor; the minimum time for readjustment would ITH reduced gold equiva- lent the dollar bill, says the author, money wages which were fair compensation are rap- idly becoming inadequate and will have increased keep our system operation. believes that this disparity, produced gold dollar devalua- tion fundamental cause our widespread labor unrest which the old from produ But sible now will take ersh just rest opin busi 4 a Gold—2 the time required displace the old merchandise. That might range from one six months, according product. Problem Fixed Income But there are many people with rather rigidly fixed incomes, com- panies with regulated revenues, and existing long-term contracts sen- sible person would wish force now evident. this so, will pay industry, believes, take definite, coordinated lead- ership making scientific ad- justment broad scale that will restore the wage, gold price parity. Such adjustment, the author’s would greatly stimulafe business volume and correctly undertaken would self-financ- ing through increased total profits. through per cent rise anything under year, and pointed out the first part this article, the ad- justment the new gold price will require nearer per cent in- crease. The rate fall through 1930-31 seldom exceeded per cent per annum, although months period showed drop per cent. had the war increase the rate per cent one year, and that was accompanied sharp increases wages fantastic na- ture. The generation which has grown since then has its own tribulations, but before supports devaluation its wages and rocket-speed rise prices, the solution its momen- tary troubles, might well inquire about the social strains which resulted from those famous initials HCL, the high cost living. any case, would seem wise manipulate the price rise with more consideration for the money-doctors than they have shown for industry and commerce, only give them time for retreat. The business world Wide LOSELY may able accomplish that grad- ual rise, the way should have been done the first place, without changing the dollar. business can manage pay out more wages and salaries the devalued money, will able move more goods into consumption and avoid jam semi- finished inventories. example waiting markets, Secretary Perkins recently cited under-consumption bathtubs enough run sanitary-ware plants capacity for seven years. The Myth Over-Capacity great misfortune that the myth over-capacity still prevails, that reduction operating hours has been widely hailed business restorative. For example the recent solid week shut-down silk mills was only necessary because insufficient purchasing power; the unsold accumu- lation was reported million yards, not even enough for one dress all around. Now the fact that have much over-capacity obsolete plant, which The Iron Age, August 1934—15 World 4 er she ice the should totally dismantled. But shut down the good plant give work the bad one tragic error. the other hand, the good plants were run consistently capacity, the reduction overhead expense per unit made would permit increase wages those plants perhaps per cent without any increase price. With such augmented pur- chasing power, would discover that have shortage modernized plants. The rub comes, course, attain- ing the volume, since each business waits for the other fellow supply not merely the initiative, but the buy- ing power. That natural impasse can most effectively broken coopera- tive action. Each industry will readi- agree that all others were in- crease wage scales per cent, and none were cut hours below effi- cient working rate, there would about per cent increase dollars general business volume. Relation Volume Wages and Prices How much would the physical vol- ume increase the cost the raise were added prices? Even assum- ing that the product put through the average plant, and not diverted the more efficient one, the average price rise would not over per cent. would see about per cent increased physical votume, and with that, per cent increase work- ing hours, however distributed. That say, there would per cent increase mass purchasing power and reduction under-employment per cent the working popula- tion. Assuming that industry passed only the increased cost current wages and salaries into the price— and consumer resistance quite suf- ficient induce such would benefit increased volume, and could then repeat the procedure, but not indefinitely. The system could stand just many doses that pre- scription the existing idle equip- ment and man-power will permit, but more. not proposing either perpetuum mobile everlasting bull market! 16—The Iron Age, August 1934 present conditions would hardly gen- erate over per cent prices, because the added volume would made with men about equal- efficient those already work, and with the same machinery; but with repeated doses, the added volume would made with diminishing effi- ciency, both man-power and the type machinery called into produc- tion. Each succeeding dose would little more severe its effect prices, and thus show less net in- crease purchasing power and volume. Carried too far, would even diminish volume—which just what brings depression. The initial dosage would increase the gross profit industry, due constant contribution overhead ex- pense from each unit made. the average, would increase net profit (or decrease losses!) about per cent per annum capital. must emphasized that the economic basis for such rently undertaken increase wages simply the production more wealth fuller use existing ma- chinery and available man-power. avoids that economic absurdity re- ducing working hours with one hand, while attempting pay higher wages with the other. Effect Capital Goods Industry its report the President May 14, the durable goods industries committee correctly pointed out that their industries, which almost per cent unemployment concen- trated, are unable absorb either more workers added costs, until their sales volume increases. Mem- bers those industries have sub- mitted estimates the added cost production with per cent wage increase and they range from per cent upward. further pointed out that report that increase volume depends upon further restora- tion confidence the economic fu- ture. would like pose the ques- tion whether definite assurance steadily rising prices for several months might not supply that confi- dence necessary undertake addi- tional operations. other words, the Administra- tion, instead asking for one per cent raise pay and per cent cut hours—that was the request the code authority convention March—would ask for three succes- sive raises wages per cent each time, but without any further curtailment hours, and spaced intervals days, that basis would receive prompt support from many, and could sold all, pro- vided were agreed that all coded industry and commerce would move simultaneously. Strain Gold Reserves The same report further stressed the need for wider use the available credit supply. pointed out that over per cent durable goods are made order, not stock; conse- quently these orders could largely converted into commercial paper and discounted, with resulting issue Federal Reserve notes. rush cover future would follow such measure would permit the manufacturer and whole- saler insist discountable accep- tances with orders. Such procedure would discourage the operations the chiseler and the duplicate-order artist who the habit can- celling his own convenience. per cent increase industrial pay rolls weuld require issue about $200,000,000 new money per dose. Even five doses that would strain whatever our gold reserves they are now used. For really the equivalent five doses that will required wipe out unemployment industry. Re- cent reports indicate that the unem- ployed number about per cent those counted working. the first per cent wage lift would cause re- employment per cent, would take least five doses reabsorb all. That would incidentally bring the basic minimum wage about 60c. hr., which coincides with differ- ent estimate have made the wage necessary, the worker assume individual responsibility for his eco- nomic status, instead leaning government subsidies, doles, what have wastef The orders definite wage labor adv equilib rea but ing promp into tion invent tion. three blanke correc adjust howev counte taken. rates the wages stallat makin correc cient strain provic are sco man les permi and topics have you left untried the line wasteful relief methods. The essential motive stimulate orders all along the line will the definite program increasing basic wage rates, and passing the added labor cost the form progressive- advancing prices, until sound equilibrium with gold production costs reached. With advancing prices, but still faster advance purchas- ing power, there will not only in- early placing orders, but prompt conversion payroll money into manufactured goods and liquida- tion the commercial paper. The accumulated supply semi-finished inventory will thus drained off and will again have healthy circula- tion. have only suggested series three general raises, rather than five, this discussion. any case, the blanket method not suited full correction the many existing mal- adjustments. the extent outlined, counterbalance the monetary action taken. The effect increasing wage rates will profoundly stimulating the capital goods industries; higher wages will once encourage the in- stallation improved machinery and provide marked reemployment making equipment. this half-way correction should suffi- cient recovery relieve the worst strain, generate new momentum, and provide atmosphere for discussion methods sane reform. There are some who fear that the business man again making profit will less interested reform. Perhaps so; but partial recovery will only permit the efficient make profit, and safe predict that coming topics taxation and increased cost living will not permit neglect measures economic reconstruction. conclusion, would stress that only engineering widespread wage advance that can counteract the monetary action taken and min- imize labor distress and strife. The price question subsequently will whether can invoke the aid technology sufficiently make more gradual and normal advance wages, return our old American ideal high wages and low costs, with enough dispersion technological gains prevent too drastic rise commodity prices. Weighing all these factors the light past performance, even as- suming somewhat more rapid shift production the efficient plant, the price level headed for least 140 per cent 1926—or war-time prices— and the speculative swing may carry some them well over the 1919 tops. That not promising outlook, will accompanied many injus- tices. The only factor which may mitigate the rise, other than de- creased price gold, increasing shift production the most effi- cient plants, and that will require greater degree national planning than seem yet willing and ready accept. Certainly counter-move the business world along the lines indi- cated, stimulating wide price rise, would promptly line new forces against further confiscation sav- ings via the route more devaluation. Pouring Temperature Casting Red Brass AST red brass has lately been the subject investigation the Bureau Standards. The studies were sponsored the Non-Ferrous Ingot Metal Institute the interest simplifying the num- ber compositions copper-base ingot metals. report the work has been contributed Saeger, Jr., physicist, Bureau Standards, the Institute British Foundrymen the 1934 exchange paper from the American Foundrymen’s Association. The research covered was restricted brass with nominal composition per cent copper, per cent tin, per cent and per cent lead. Alloys were prepared from both vir- gin and remelted metal. The most important results were given fol- lows: The properties test bars made virgin remelted metal the same nominal composition, cast the same temperature, were alike. The pouring temperature affected the properties all the test bars much more than any other factor. general, the best results for the sand- cast bars were obtained with pour- ing temperature below 2200 deg. (1205 deg. C.). These effects pouring tempera- ture the physical properties test bars were the same for alloys con- taining either sulphur (maximum 0.10 per cent) iron (maximum 0.6 per cent). The physical properties test bars poured 2100 deg. (1150 deg. C.) below were not appreciably affected the presence sulphur 0.10 per cent. bars poured higher temperatures, 0.10 per cent sulphur adversely affected the prop- erties, particularly the sand-cast bars. Additions iron 0.6 per cent had similar but much less pro- nounced effects. The detrimental effects high pouring temperatures and impuri- ties were much more pronounced the sand-cast bars than the other types. The non-uniform grain struc- ture the sand-cast bars and the existence them strained condi- tion during cooling probably are re- lated these effects. The flowing properties increased with the pouring temperature. The presence sulphur, 0.10 per cent, improved the flowing properties, while iron had consistent influence. Similar statements apply the shrink- age. comparison the results for tensile strength and hardness with the minimum requirements for this alloy ingot form set forth the Ameri- Society for Testing Materials shows (a) that the end-gate sand-cast bar unsuitable for low pouring tem- peratures, (b) that, with this excep- tion, all sand-cast bars virgin remelted metal poured tempera- ture not exceeding 2200 deg. easily meet these minimum requirements, and (c) the presence sulphur 0.10 per cent iron 0.6 per cent not objectionable sand-cast bars. The adverse effect pouring temperatures above 2200 deg. was not pronounced the chill-ingot and other bars the sand-cast bars. The Iron Age, August 1934—17 rom ssed able that are nse- and vide lure pay out ripe Re- em- irst re- orb ing fer- age hat Painting structural steel vital process its erection. hazar- dous work and calls for well trained men. Good practice this field use the best available materials, usually the steel never painted again after the building has been completed. HALLETT and HERBERT SIMONDS URELY everyone will grant the importance steel bridges, steel buildings, and steel ships our present highly developed civilization, but not universally under- stood that these steel structures, cost- ing vast sums money, would have short life and could not success- fully built and maintained without the protection paint. plicity other important metal prod- ucts attains greatest value indus- try being painted enameled, and each year American companies manufacture more than 150,000,000 gallons paint, varnish, enamel, and lacquer having value excess $200,000,000. While these figures are commercially impressive, they are in- 18—The Iron Age, August 1934 significant comparison with the importance the structures which are thus protected and decorated. The steel and allied industries con- sume fairly large proportion all manufactured paint products, and there close bond mutual ad- vantage between these commodities. Paint finds good market coat- ing for metal, and metal finds good market the paint industry. Lead, antimony, aluminum and other metals are used paint production. Steel and tin are used for paint con- tainers, and heavy tonnage steel and other metal used each year for such painting equipment sprays, drying rooms, spray booths, exhaust and blower systems, material han- How ETAL products and paint are inextricably associated. For better appearance and protection against corrosion, large part all metal products painted enam- and the very process paint- ing, which, most cases, becomes significant production operation, calls for the use large amount metal for equipment and auxi- liary apparatus. Large metal en- closures with elaborate exhaust systems are used for painting buses, trucks, and railway equipment. calls for heavy tonnage metal 1931, 100,000 tons lead and antimony entered into the manu- facture paint, yet the impor- painting metal products still in- sufficiently understood. group several articles painting, which this the first, some the important factors involved the painting metal and metal prod- ucts are described. This series being prepared under the direction Mr. Simonds for THE IRON AGE. Mr. Hallett associated with The National Lead dling apparatus, bake ovens and sand blast machines. The broad term “painting” used its generic form designate the application decorative and protec- tive coatings, whether they paint, enamel, lacquer, varnish, even lith- ographic coatings. Even sometimes difficult differen- tiate between these different types coatings, because character and composition they may merge one into another. However, specific, sev- eral different types protective coat- ings may briefly defined follows: opaque pigment with non-volatile oil vehicle, with without the addi- tion volatile thinner. applied the form liquid thin films and after application dries form hard, tough, elastic coatings. The non-vola one ing oils sorbing paint fil dation. the many protectic bridges, sheet manufac opaque hicle fers essen and evapora used on metal and oth ment, ferent metal the terr desig lose out opa introduc the tern The for but cycles, solution volatile oxid: tion Clear tant enamel, |Attractive Finis non-volatile liquid portion paint one more the vegetable dry- ing oils which dry and harden ab- sorbing oxygen from the air, thus paint films dry substantially oxi- dation. the metal industries, paints have many important uses such protection and decoration bridges, buildings, ships, ornamental sheet metal and iron work, and many manufactured metal products. Enamel: enamel similar opaque pigment with non-volatile ve- hicle and volatile thinner, but dif- fers that the non-volatile vehicle essentially varnish which dries and hardens both oxidation and evaporation the volatile thinner. Industrial enamels are extensively used many kinds manufactured metal products such machine tools and other machinery, railroad equip- ment, sheet metal containers dif- ferent kinds, and innumerable smaller metal products. Lacquer: the present time the term “lacquer” properly used designate solution nitro-cellu- lose volatile solvent with with- out opaque pigment. Prior the introduction nitro-cellulose lacquer, the term “lacquer” was rather loosely used, The most important use for lacquer for finishing modern automobiles, but also used motorcycles, bi- metal furniture, and many specialty metal products. Varnish: Varnish clear solution resins vegetable drying thinned liquid consistency with volatile solvents. Varnish dries both oxidation the oil and evapora- tion the volatile thinner. Clear varnishes are not impor- tant the metal industries paint, and lacquer, but are used 24—Painting some extent where clear finishes are desired. Lithographic graphic coatings vary greatly com- position and use. Generally speak- ing, they are enamels which are baked after application and, techni- cally speaking, are any several Lithographic coatings are used sheet metal containers different kinds such cans and tubes, and wherever small sheet metal articles Many long steel pipe lines are painted the inside for protection against the effect gas chemicals. The shows special type buggy used painting the inside long line ft. diameter. can economically handled print- ing processes. recent development, described earlier this series under “Pre- finished Raw Materials,” the lith- ographing steel sheets which are later stamped and formed into the finished article. Paints and Their Uses Paints may classified differ- ent ways: for instance, based the structures products which they are used, based whether they are designed dry with gloss flat finish, based whether they are intended for exterior in- terior exposure. The non-volatile ve- hicle most paints linseed oil, al- though other drying oils are used some extent. Under one classification, paints may divided into white and light tints; another, into dark colors. Light paints are made with white base, and for durable exterior exposure the white pigments used are white lead, titanium-barium pigment, titanium oxide, zine oxide, and basic lead sul- phate. For interior use where the exposure less severe, light paints may made with white base con- taining pigment lithophone, well the other white pigments. For exterior exposure the light paints are usually the finishing coats used obtain decorative fin- ishes. The priming coats, which are re- quired prevent rusting and cor- rosion metal, are usually red lead paints containing white pigments. Blue basic lead sulphate sometimes used priming coats for metal sur- faces. Paints which are dark color that they cannot contain any white base include not only red lead paint priming coats but also many finish- The Iron Age, August 1934—19 ike ec- nt, th- lly ito at- oil di- ied 4 ing coat paints where such strong dark colors yellow, green and black are required. Such dark colored paints are made with the pigments needed give the desired color, which case the non-volatile vehicle linseed oil. Some these paints con- tain varnish, and have enamel characteristics. Aluminum paint contains white base, but has light gray color and might considered special class. Aluminum paint sometimes used for finishing coat where its par- ticular color and surface sheen are wanted. the classification paints ac- cording their surface finish, there may gloss flat paint, intermediate semi-gloss frequently known “egg-shell” paint. The es- sential difference between gloss and flat paint the proportional amount pigment compared the non- volatile vehicle. the paint con- tains high proportion oil non- volatile vehicle volume, the oil will flood the pigment, allowing the pigment particles recede from the surface, and the paint will dry with smooth, even, plain surface with high gloss. the paint contains pro- portion oil with volatile thinner added give brushing consistency, 20—The Iron Age, August 1934 the rapid evaporation the volatile thinner will leave coating with in- sufficient oil flood the particles pigment, and the pigment particles will pile each other and extend through the surface the paint broken manner resulting more less complete diffusion light re- flected from the surface and giving what known “flat” finish. addition the above classifica- tion, paints should selected accord- ing the structures products which they are applied, and may vary composition, color and surface finish, according require- ments.