The Iron Age 1935-04-04: Vol 135 Iss 14

THE THOMAS STEEL COMPANY WARREN, OHIO SPECIALIZED PRODUCERS COLD ROLLED STRIP STEEL 4 : | q 2—THE IRON AGE, April 1935 THE IRON AGE, published Thursday the CHILTON CO., (INC.), Chestnut 56th Sts., Philadelphia, Pa. Entered second class matter Post $6.00 year S., Canada $8.50, Foreign $12.00 Vol. 135, No. 14. November 1932, the Post Office Philadelphia under Act March 1879. 4 the atte, ting ng Weg) lag, Sect, 4, &m Oy | O | 239 West 39th St., New York t Owned, Published and Copyrighted CHILTON COMPANY (Incorporated) Executive and Publication Offices, Chestnut and 56th Sts., Pa. Cc. A. MUSSELMAN, President FRITZ J. FRANK, Executive Vice-President FREDERIC C. STEVENS, Vice-President JOSEPH S. HILDRETH, GEORGE H. GRIFFITHS, EVERIT B. TERHUNE, ERNEST C. HASTINGS, WILLIAM A. BARBER, Treasurer F7OHN BLAIR MOFFETT, Secretary FRITZ FRANK, President J. H. VAN DEVENTER Editor Managing Editor News Editor Machinery Editor Editor Emeritus Washington Chicago Cleveland Pittsburgh Detroit Boston Cincinnati April 4,1935 Foolhardiness Not Courage Will Motive Power Changes Revolutionize the Railroad? Widespread Observatory Construction Under Way Making Chilled Car Wheels. Improved Methods Making Model Refrigerators How Bring Out New Products Activities Bearing Machine Tool Distribution Keeping Conveyor Trolley Wheels Lubricated Malleable !ts Properties and New Equipment Personals and Obituaries Automotive Industry Washington News March Pig Iron Production ........ Statistics Metal-Working Activity Products Advertised Index Advertisers BAUR, General Advertising Manager DIX, Manager, Reader Service Member, Audit Bureau of Circulations ADVERTISING STAFF Emerson Findley, 311 Union Bidg., Cleveland B. L. Herman, 675 Delaware Ave., Buffale, Member, Associated Business Papers Vublished every Thursday. Subscrip- H. K. Hottenstein, 802 Otis Bldg., Chicage tion Price: United States and Pos- Peirce Lewis, 7310 Woodward Ave., Detroit sessions, Mexico, Cuba, $6.00; Can- Charles Lundberg, Chilton Bidg., Ghestnut & 56th Sts., Philadelphia, Pa. la, $8.50, including duty; Foreign $12.00 year. Single copy Cents. é W. B. Robinson, 428 Park Bidg., Pittsburgh Sweetser, 239 West 39th New York Cable Address, ‘‘Ironage. N. Y."' D. C. Warren, P. O. Box 81, Hartford, Conn. ‘ Beet. a4 3 4 | . . 1935 A c 6 best NEW 1935 —Guide Immediate Steel Received Have You Receive our For years the Ryerson Stock List has been recognized the Key Immediate Steel. you are sure find the kind, quality and size material you require. Copper, Brass, Babbitt and allied lines are included well the latest data tables such the new S.A.E. specifications, physical properties steels, etc. Keep hand and when you need steel call Ryerson for immediate shipment. you have not received your copy this new edition, write and will send it. JOSEPH RYERSON SON, Inc., Chicago, Milwaukee, St. Louis, Cincinnati, Detroit, Cleveland, Buffalo, Boston, Philadelphia, Jersey City. 12—THE IRON AGE, April 1935 ‘s q 7 rer, 2 "Aas ~ Cop j if j i 71 165 J 7 SX } THE IRON AGE ... ESTABLISHED 1855 APRIL 1935 Vol. 135, No. Foolhardiness Not Courage business men are obstructing This the paean pain which arises from Washington during intervals between the dirges which damn business men for having displayed too much courage and initiative the past. Does business lack courage? That depends one's interpretation the word. Foolhardiness not courage. One does not demonstrate the possession courage stepping night into the depths jungle infested strange animals that seem anxious eat him up. Rather, may prove his good judgment waiting until daylight shows him the nature their teeth and claws, any. Business now confronting jungle filled with strange animals, the like which have never been known before. There the who haunts the marshes the Potomac and whose mouth big that can gobble billion dollars one bite. Then there the radiocerous, who charges through the air gore his victims. And there the investigator, scaly creature who throws mud with his tail and delights soiling clean reputations. Also, there the reformostrich, clumsy bird who runs about upsetting business men all kinds unintentionally, and there the pink eyed destroy- ostrich who does the same thing but with malice aforethought. These are few the many strange and terrifying animals which tne American business man sees, not merely his dreams but also during his waking moments. Courage? With all these ominous creatures about, the American business man must have had plenty venture far has! q She > oar | we t ‘ 4 { 2 3 - 7 4 THE STEEL INDUSTRY WANTS ANSWER Author’s Note—The steel indus- try has keen interest railroad motive power and rolling stock; steel makers need the tonnage rail- road requirements represent. the heavy section tonnage the past lost forever the in- dustry? Will thin sheets used instead plates with large sub- stitution copper and ballast for steel? This analytical study the trend motive power and rolling stock offered steel makers with the hope that will bring the surface critical survey all the factors involved. THE president company manufactur- ing Diesel motors re- cently stated that his opinion the steam locomotive had outlived its usefulness. While appreciated his confidence, and ad- mired his optimism, wondered what basis his judgment had been formed. Recent innovations have made the public railroad conscious. what extent will these new crea- tions railroad motive power and what will their ef- fect the steel industry? Railroads common with all other industries from the post-war depression, but the railroads addition have also suffered, and are suffering, from greatly reduced traffic due partly conditions not directly connected with the present depression. This has resulted great reduction net earnings, matter which the country whole has ma- terial interest. 14—THE IRON AGE, April 1935 ALCOCK Lima Locomotive Works, Inc. There feeling the part the general public engendered skillful press publicity that the internal combustion motor the panacea which will bring order out chaos, and turn red figures into black. The dictionary defines the word panacea remedy for all diseases; cure-all.” internal combustion engineers have found cure-all for the ills the railroads then they are indeed supermen, but the propa- ganda favor the internal combustion engine naively remi- Baker’s statement the press the time the Liberty motor was announced, and which said that had appointed commit- tee, locked them room and hr. they came out with the Liberty motor, which they agreed was the best motor ever conceived for airplane work. The statement, unfortunately for our national reputation, was somewhat premature, and, subsequent ser- vice tests demonstrated, decidedly inaccurate. the newspaper interpretation the railroad situation true, then the brilliant men who have devoted their lives the develop- ment and operation our rail- roads, the engineers and metal- lurgists who have collaborated with them providing equipment, have all been wrong. Relation Present Investment Innovations There has been upward billion dollars invested the rail- roads the United States, figure considered fair the Interstate Commerce Commission. re- sult this investment the rail- roads represent physical plant which cannot lightly discarded, radically changed except well tried out practices which have demonstrated their economic value. The permanent way quite defi- nitely fixed. Turntables, bridges, tunnel clearances, wheel loadings, etc., define the limits within which the designer motive power and rolling stock must work. Grade crossings, congested areas pop- ulation, local ordinances, etc., have marked effect railroad opera- tion. Speed determined many factors which railroad men can- not change. There are some prob- lems which can solved the laboratory, and there are others which can solved the econ- omist. The railroad problem, how- ever, involving does many factors, the very complexity which are liable mislead those whose training has been other fields, will solved com- bination sound engineering and sound common sense. over years since Dr. Rudolph Diesel first presented the world the internal combustion motor which bears his name. that space time, millions dol- lars have been invested Diesel motors, and the last years has had extended application different branches transpor- tation, both here and abroad. There not yet available cient data properly evaluate the economic factors involved, but possible draw some conclu- sions the adaptability the Diesel motor railroad work from study the service results ac- tually obtained both here and abroad fields most nearly anal- ogous American railway condi- tions. | 6 Wi | tI | ° ° | Revolutionize the Railroa its simplest terms, the rail- road property plant for the manufacture single commod- ity—transportation. The price for the product fixed law. Ex- cept for reductions voluntary acquiescence the men, naturally difficult secure, wages can reduced only action the Rail- road Labor Board. reduce the cost transportation, therefore, the railroads must depend econ- omies they can secure from more efficient operating equipment, and the proper type motive power and rolling stock matter paramount importance. Many conditions enter ingo the selection the design cars and motive power. The place for the use electricity developed cen- tral power plants fairly well defined. Congested areas with intensified suburban traffic and mandatory legislation overcome the smoke nuisance large cen- ters population will largely in- fluence future electrical installa- tions. probable that high initial cost will have deterring influence long distance instal- lations for many years come. Future Diesel Locomotive Problematical The place which the Diesel loco- motive will make for itself prob- lematical. The motive power the future will that which best demonstrates its economy and ef- ficiency over the length its economic life. the economic life meant that number years service during which the total cost operation, including the amortization the investment, reaches its lowest yearly average. Additional years service beyond ‘that point would result increased HIS the first two articles dealing with one the most challenging ques- tions the day. one can gainsay that far-reaching changes railroad equip- ment are getting under way, but what remains uncertain the character and extent those changes. average annual cost. Certainly steam motive power unit can- not survive has outlived its economic usefulness. Whether not the Diesel motor will displace the steam locomotive depends en- tirely its ultimate ability produce return the investment over the length its economic life, due consideration being given all the factors involved transition. Results far are not sufficiently comprehensive justify predic- tion the eventual place the Diesel locomotive will find the railroad program. involves study the entire railroad prob- lem rather than analysis the operating costs few isolated installations. Unless the problem approached from this general premise may precipitate alarming decline railroad earn- ings. Highway and waterway competition has already made se- vere inroads the traffic tonnage handled the railroads. This traffic loss admittedly the most serious part the whole railroad problem. Anything which would magnify this loss would tragic. analyzing the tonnage moving over the rails, found that normal years coal represents prac- tically per cent all car load- ings. other words one-fifth all the revenue tonnage handled the railroads coal. Any suc- cess the Diesel power may attain must, necessity, directly the expense coal production, and must exert some influence de- termining the power policy other lines industry, with resultant further loss the railroads coal tonnage revenue. may advanced that fuel oil displaces coal any consider- able extent, the railroads will move oil tank cars instead coal hopper cars. should not overlooked, however, that oil moving increasing quantities pine lines, and that these pipe lines compete directly with the railroads for the movement oil tonnage. The possibilities for gain must enormous justify such ex- pense traffic loss, and the ques- tion naturally arises whether not the possibilities steam prime mover have been ex- hausted. Why Great Britain Adopted Oil Possibly the best answer this that marine service, where the Diesel motor has had its most extended application, signifi- cant that the latest creation this important branch the transpor- tation industry, the new Cunard- White Star ship, Queen Mary, one the largest ships afloat, will powered with steam, the result eminent British scientists. The whole question the ap- plication Diesel motors in- THE IRON AGE, April 1935—15 { j > 4 ay J 4 A weg hd i wie 4 ~ 24, « teresting one. had its incep- tion Germany, but its major de- velopment transportation was probably Great Britain, the moving reasons entirely apart from any thought railroad motive power. the first place Diesel-engined ships were result Great Bri- tain’s experience the World War. There developed need for shortening the time bunkering and extending the cruising range. First cost and other considerations were only incidental. highway transportation Diesel motors small horsepower were developed due entirely the high tax petrol, gasoline know it. The differential between taxed petrol and untaxed fuel oil led oO Diesel units has been reduced radically, special framing, con- struction and materials being util- ized. keep ratio car weight power essential the use these Diesel units, the weight the car has been reduced small percentage that the standard railroad steel car. The special materials and con- struction possibly provide the nec- essary strength against longitu- dinal stress, but against transverse strains they have yet receive that test accident through which the strength the conventional passenger car has been developed. The Human Element and Safety analysis the reports accidents made the Interstate railroad executives, metallur- gists and engineers whose sole objective has been incorporate passenger-carrying equipment the strength necessary for the pro- tection human life. This work has been carried under the close supervision the Interstate Com- merce Commission, and the public service and railroad commissions the various States. Railroad executives, car builders and steel manufacturers have worked untir- ingly the development safer equipment, with the full knowledge that doing train weight in- creased. the interests the trav- eling public, however, seemed though this was the proper ap- proach, particularly the builders locomotives were able furnish a per hour Speed,miles per hour tractive power Diesel-electric and 2—Comparative tractive force curves Cana- steam locomotives different speeds. dian National 4-8-2 type steam locomotive No. 6000 the development Diesel motors about 100 hp. for highway vehicles and small rail cars. The use these motors was gradually extended other fields, and these basic facts were overlooked, with the result that Diesel motors have been applied, both here and abroad, services for which this type prime mover not particularly well fitted. Diesel Characteristics and Train Design The Diesel motor with electric transmission develops its maximum tractive effort slow train speeds, the tractive effort the train speed increases falling off much more rapidly than the case with steam locomotive. This typi- cal all applications Diesel power and electric transmission. order compensate for this severe drop power, the weight 16—THE IRON AGE, April 1935 and oil-electric locomotive No. 9000. Commerce Commission, each based painstaking study the ground all the factors involved, indicates clearly that unfortunately many cases there was some man failure. long this human equation enters into rail operation, just long must the factor safety pas- senger-carrying equipment the subject serious thought, and significant that over one-half the travelers who answered Coordi- nator Eastman’s recent question- naire passenger transportation made safety determining factor selecting rail travel. The transportation sengers the railroads the United States has created certain standards safety unequaled any- where the world. This not just happy accident. the result involved engineering study and cooperation the part motive power sufficiently powerful handle these trains. The New School Thought Relation Safety Now new school thought developing, bringing the rail- road problem somewhat start- ling philosophy. Instead design- ing for safety, and then providing motive power sufficient capacity handle the train, their theory reverses the formula, limiting factor used the capacity the internal combustion motor, the train weight being kept within the limit the motive power unit can handle. Whether not this theory tenable, time and the hazards rail operation will tell, but the valuable experience those whose life work has been the development passenger equipment for rail- roads should not too lightly | > 4] \ 4 | 100 discarded. There are three out- standing fields which design cal- culations must necessity based the capacity the power unit—the airplane, the dirigible and the submarine. each case the designer handicapped that accidents the past guide him for the future. accidents all these branches transportation the survivors are few, and the destruction total make investigation impos- sible inconclusive. Long experience railroad work has dictated certain standards for safety. Those who take the air with the full knowledge the frailty the craft which they fly, and experience has shown that they trade some element safety for speed, even though air- ship designers have been most in- genious providing the maximum strength, within the limits weight. The traveling public, how- ever, may not satisfied with this airline factor safety rail travel; least not what they have been educated expect. The risk fire, that horror all rail- road accidents, also augmented these light weight, internal com- bustion motor powered trains, that most cases oil-burning heating boiler located one the passenger-carrying cars. New materials, new methods construction, and advanced engi- neering research will undoubtedly result lighter cars the future, but venture the prediction that until the designers automotive- type equipment show that they are able put the horse before the cart, and design motive power units handle trains, instead cur- tailing train weight meet the limits imposed their internal combustion motors, railroad men and the traveling public will look steam locomotives furnish the power haul the trains the future, they have done the past. The Federal coordinator rec- ognizes this requirement for safety, for his report passenger traf- fic just issued says: “An essential any passenger carrier service safety the per- son the traveler. Commendable progress has been made the rail carriers increasing the security their patrons.” Branch line operation, involving does many instances light and infrequent travel, and relatively small freight ton- nage, offers ideal place for the successful operation light-weight, internal combustion powered trains, possibly operated single man. Units this kind, eliminating standby losses, may convert many unprofitable branch lines into prof- itable ventures. Switching service also offers field for internal combustion loco- motives, although this field may more limited than appears first sight. The tractive power speed typical 600-hp. Diesel electric locomotive shown Fig. will seen that this gives initial tractive effort Engines,” calls attention this characteristic locomotives. shows tractive effort curve taken from actual tests one these locomotives switching service, and states: The tractive effort the oil-elec- tric locomotive different from the steam locomotive that the drop the speed increases more rapid. With the assumption that the maximum effort available per cent the weight the locomotive, found that this available only mile per hour less. the speed increases falls off very rap- idly and speed miles per hour has fallen from the per cent 36,000 Ib. 21.7 per cent 26,000 Ib. miles per hour has 3—Tractive ef- fort speed curve made from published figures Diesel-electric loco- motive which develop an_ initial 110,000 Ib. Similar curve for steam locomotive develop- ing with booster initial tractive effort shown. Tractive Power,thousands pounds 60,000 which maintained little less than miles per hour, and miles per hour the tractive effort only 35,000 Ib. The curve Shay geared steam locomotive developing in- itial tractive effort 60,000 Ib. also shown Fig. will seen that the drop power the speed increases much less, and that miles per hour the steam locomotive develops its full tractive effort 60,000 com- pared with 35,000 lb. for the Diesel electric. miles per hour the steam locomotive develops 42,- 000 tractive effort compared with 15,000 for the oil engine. David Jones, instructor the Diesel Engine Department the United States Navy Submarine School, his book entitled “Diesel per hour rating. The fall from this point less rapid and miles per hour 8000 and the speed still further increased falls 2000 Ib. miles per hour. Speed Clearing Terminals Relation Diesel Locomotive The advantage the Diesel-elec- tric locomotive switching service the maximum power exerts low speeds, but whether not these speeds are low miti- gate against the extended use the Diesel locomotive switching problematical. study the curves shown Fig. shows this limitation quite clearly. the range speed switching service hour, the marked advantage steam evident. interesting this connec- THE IRON AGE, April ay 7 | \ = - 105 60 50 xe, “i | ~ te “Vat 5 tion note that result in- tensive studies made the Fed- eral coordinator transporta- tion, Joseph Eastman, ap- parent that the greatest portion transportation cost terminals, and that between terminals the cost transportation rail low. Speed clearing terminals is, therefore, bound receive seri- ous consideration the future, and would seem though this inherent characteristic the Die- sel-electric locomotive might insurmountable handicap universal introduction. The Problem Main Line Motive Power main transportation marked secured recent years speed- ing the movement trains. This has been particularly true freight train movement. After all the permanent way most our trunk line railroads definitely settled, and any increase pro- ductivity must secured greater utilization existing track facilities. This means increase gross ton miles per hour, net tons per mile track per day. Railroad executives, locomotive and car designers have demonstrated that much can done this di- rection refinements the de- sign locomotives and rolling stock. These refinements cars have been along the lines greater carrying capacity for given light load, and locomotives marked increase boiler and cylinder effi- ciency, whereby the tractive power curve speeds has been raised through substantial increase drawbar horsepower. approaching the question main line locomotives, therefore, the Diesel-electric principle disadvantage that its power output speed inverse ratio the service requirements. The most pretentious main line Diesel- electric locomotive built Amer- ica was the articulated unit built the Canadian National ways, and which received very ex- tensive service tests. This locomo- tive consisted two power units coupled together and developed tractive effort starting 100,- 000 will seen the curve shown Fig. will noted, however, that miles per hour this had dropped 40,000 The tractive effort curve the 4-8-2 steam locomotives the same 18—THE IRON AGE, April 1935 road also shown. While these locomotives developed an_ initial tractive effort only 51,000 the drop was much less than the Diesel electric that the curves the two locomotives met miles per hour, and from that point the steam locomotive developed greater power than the oil engine. last reports the two oil-electric units had been separated and were operating switching branch line service. Fig. shows tractive effort speed curve made from the pub- lished figures proposed articu- lated Diesel-electric locomotive tive effort 110,000 this chart also shown the tractive effort speed curve steam locomotive developing with booster initial tractive effort 85,000 miles per hour the two locomotives develop the same power and from that speed the steam locomotive much superior. The range the speeds which most main line work done probably between and miles per hour. this range the characteristic drop power the Diesel electric most marked, and the tendency toward higher speed continues the superiority steam becomes more apparent. Speed and Steam Locomotives Fig. shows 4-4-4 type steam locomotive built the Mount Clare shops the Baltimore Ohio Railroad. This locomotive, de- signed Col. George Emerson, chief motive power the rail- road company, has water tube boiler operating pressure 350 per square inch and has in. diameter driving wheels. Although only recently placed service, this locomotive has oper- ated speeds miles per hour entirely satisfactory manner. The study passenger traffic recently issued the Federal co- ordinator indicates that the econo- mies secured railway oper- ation the future must accom- panied further increase the speed operation. Highway traffic competition makes this im- perative. The improvements which have been made the steam loco- motive the last years have resulted marked increase drawbar horsepower. There every indication that much more can done this direction. the past has been difficult interest railroad men innova- tions the locomotive. There were probably sound rea- sons for this attitude. long traffic was doubling every years was possible operate their properties profit, and there was pressing necessity for ex- perimentation with improvements which would make for economy operation. creased, however, improvements the steam locomotive kept pace with the needs the railroads. further economies must made, and they must, the steam engineer- ing profession has shown that can produce units capable much greater bilities. What form these improvements will take difficult foretell. The skill the metallurgist pro- ducing better materials will have determining effect the ability steam engineers produce more horsepower for given weight, and there every indication that these better materials will available they are needed. Improvements boiler design are also within reach the designer. pressure has been steadily going higher, and still higher pressures are necessary secure greater fuel economy, water tube boilers are available providing much greater capacity for given weight, much less weight for given horsepower. New materials and new methods construction also make pos- sible greatly increase the ca- pacity tenders for given light weight. now possible give railroad men frames cut from solid rolled steel slab, which will give elas- tic limit almost high the ulti- mate strength carbon cast steel. Poppet valves and special valve gears permitting shorter working cut-offs will give further increase economy, and air pre- heaters are available with fur- ther increase boiler efficiency and reduction firebox maintenance. has been common practice for the railroads use old, obsolete, main line engines for branch line work and comparatively low-speed, light passenger service, the idea being work out the potential mileage equipment which had outlived its usefulness for the pur- pose for which was originally purchased. intensive study | 1 * | made the operating costs branch line freight service and light passenger service, double- end steam locomotive illustrated Fig. would show marked econ- omies compared with Diesel operation. This cited only show the possibilities steam for services for which the railroads operating cost, the one factor which much the economy claimed for the Diesel electric cost. This undeniably true, but this low fuel cost must added the increased cost for lubrication. From July, 1933, March, 1934, inclusive, Canadian National oil- electric locomotive 9001, one-half the articulated unit, made 28,670 locomotive miles, and this period the lubricating oil used was 4650 gal., 6.17 miles per gallon lubricating oil. Considering the greatly increased cost lubricat ing oil compared with fuel oil, will seen that this factor which must taken into serious consideration. Aside from the saving fuel cost, the other features favor greater operating economy for Diesel compared with steam locomotives are more less in- The differential which has been tangible, and any great increase shown favor the Diesel loco- the number oil engines use might easily upset the basis which most the statements for economy have been based. Even the differential fuel cost might easily change. Coal avail- able almost unlimited quantity, motive account the elimina- tion stand-by loss also subject shrinkage. has been shown practically possible greatly the utilization steam locomotives, much more in- tensive service, thus greatly reduc- an ur, ractive power on main cylinders is ight service and light ve 3 ib. and the total weight, 295,000 300 and tractive power with booster 34.800 Factor adhesion 4.18. Maximum height ft. in. and maximum width while the other hand the supply oil quite limited, much so, fact, that the Navy has already taken steps protect its supply measure national defense. the old law supply and de- mand still obtains, the cost fuel oil will increase with any appre- ciable increase the number Diesel units. 4—New steam locomotive which operates have not the past considered the purchase special equipment. Costs ing the stand-by loss. This would have the double advantage that would work off the potential mile- age the locomotive over shorter life, permitting its retirement earlier date, and insuring the railroad new unit which take advantage improve- ments the state the art. The (CONCLUDED PAGE 77) THE IRON AGE, April PRE Ts ge ‘ | 4 A 5 4: + 5-/0 > | 60 Per Cent TRACTIVE POWER WITH BOOSTER we 4T ON DRIVERS 110,000 Le OF 000 EIGHT TOTAL 295,0¢ a Ac Neo if Ayinlt n WEIGHT OF ENDER LB MAXIMUM WIDTH : 5—Double-end type steam locomot passenger service. The*weight drivers ‘ A. 4 Observatory Con- struction Under Way and Planned KHYBER FORRESTER WITH five great plane- taria now construc- tion recently com- pleted, with significant additions being made number the important astronomical ob- servatories, with great new 200- in. telescope under construction Mount Palomar California, and three other great telescopes also process manufacture, literal wave interest astronomy has swept and sweeping this country. Few realize, perhaps, that all this construction planned under way, means significant con- 20—THE IRON AGE, April 1935 | sumption iron and steel forms many kinds, well con- siderable draw steel plate. Both telescope towers and the telescopes sixths structural steel. And the weight, the greater part incor- porated the huge themselves. telescopes The public has been intensively informed concerning the great 200- in. telescope now under way the Carnegie for mounting Mount Palomar, tural steel and steel plate tower will constructed house it. ig LEFT OUR domes comprise the principal in- ment Mount Wilson, Cal. The works are almost entirely structural steel steel plate. BELOW tele- scopes, the re- flector type, are However, the 200-in. has monop- olized public attention while three other great prises have been inaugurated, any STRONOMY may soon become practical tool industrial research. For telescopes stellar space have already brought important information with regard new physical properties materials. Who, — made pally tural members and plates. RIGHT dome bal- cony for the Hooker telescope resembles gantry crane, ex- cept cular one which would just decade two ago have been rated “the world’s greatest.” They incorpo- rate telescopes from in. in. for example, could imagine gaseous material under such quantity weighing one ton? Incidentally, the new vogue astronomy also creating some sizeable busi- ness for steel. And this not the end. Owing recent discoveries benefits earth through in- formation con- cerning extreme- high pressures special objects, terest has taken intensive phase which may result some our present ma- terials earth ent physical prop- erties rare value future construction Hence, even while construction planned and under way some enterprises, others are already brewing. Then, too, must not forget that the five planetaria now com- pleting various cities are only forerunners many come. Most cities any size have some such plans prospect. Yet the greater consumption iron and steel the large ob- servatories and telescopes. Apart from the large which will Mount Palo- mar for the telescope, there will those for the 84-in. telescope Macdonald Observa- works tory the University Texas, the Dunlap Observatory telescope the University Toronto and the University Michigan Ob- servatory telescope, every one these ranking extensive en- terprise. The telescopes for the above are already under way, and during 1935 and 1936 mountings and housings will doubtless drawn construction entered upon. Even these great astronomical functions, however, not end the prospects, for the expectation industrial advantages had researchers progress such that eminent as- tronomers have already stated that may well occur that large manu- facturers national scope will soon fit out their own observator- ies work problems intimate value their fields. Costs this field iron and steel construction are some index the consumption materials, almost exclusively iron and steel. The new 200-in. telescope will cost, with its housings and mountings, something more than $2,000,000. The cost the 100-in. installation and dome Mt. Wilson was $600,- 000 almost two decades ago. Heavy castings for the Mt. Wilson tele- scope (there are now three other big telescopes the same site) were procured from the Fore River Shipbuilding Corpn. Quincy, Mass., and the large sections the (CONCLUDED PAGE 30) THE IRON AGE, April * q é TRE rh ian Making ATEST practice and equip- ment the manufacture chilled cast iron car wheels are described this article. The production thoroughly mechanized conveyor: and presents example integrated found product THE newest adventure adapting the latest practice and equipment chilled-iron car wheels the re- construction the Sacramento Square foundry the Griffin Wheel Co. One the novel fea- tures this development the fact that the new building, 100 ft. 300 ft., replaced old struc- ture, demolition which was started October 22, 1934, and which wheels were cast Feb. 26, 1935. This Chicago foundry where the first use was made air furnace for chilled wheel produc- tion*. laying out the new plan the old cupola and air furnace room being retained for the time being but soon rebuilt. The cupola the Griffin process hot-blast type and can used either conjunction with inde- pendently the air furnace. Both the cupola and the air furnace op- erate the continuous principle and troughs from both units lead new 15-ton receiving ladle which motor operated and the tilting type. front the ladle narrow gage track which *See THE IRON Sept. 27, 1934, page 22—THE IRON AGE, April 1935 extends under Corpn., overhead traveling crane ft. in. span and beyond old foundry unit which soon rebuilt. Cable operated buggies travel this track. Bot- tom-pour ladles two-wheel ca- pacity each are placed the crane the buggies which are spotted the receiving ladle opera- tor pulpit who also has his station the electrical control for the receiving ladle motor. filled with iron the buggy moved under the overhead crane which the ladle transported the pouring station which extends for Chilled about ft. along the north run the mold conveyor. Sand Handling The sand handling equipment which the overhead type was Snow Co., Cleveland. molds are shaken out two stations the sand falls through grids pit which constructed reinforced concrete and which roofed over for almost its complete length steel deck. Along the floor the pit reciprocating conveyor which drags the sand forward elevator boot. The sand then elevated revolving screen mold conveyor track rectangular shay > { ( | | | | fy | | | i | : | A | | | | | ~ | | | } | Conveyor >| for Cope Storage Ww | | - . angular Car Wheels which discharges cleaned sand overhead belt conveyor which extends over National Engineer- ing Co., Chicago, muller and over the tops three overhead rectan- gular storage bins. scraper removes from this belt that part the sand which prepared for facing. bin lo- cated over the needed storage. After passing the muller the prepared facing sand drops low level belt conveyor which delivers the sand in- clined belt conveyor and which turn delivers the facing sand the aerator made Royer Foundry Machine Co., Wilkes-Barre, Pa. Overhead Conveyor Mola Ng - Machine The sand then into over- head storage bin. The three molding sand storage bins and the facing sand bin are line that single belt con- veyor can take sand from any bin and deliver elevator which discharges overhead belt delivering sand any one eight overhead bins which serve the molding stations. This distributing system operated in- termittently and either facing backing sand required keep supplies ahead the mold- Make sand put the molds before they reach the shake- out. ers. Pouring Crane Mold Conveyor si shape, affording straight run track the shakeout pit. ROGERS FISKE Western Editor, The Age Inasmuch the ventilation sys- tem serves the shake-out pit major way, will well point out its features. Leading from the shake-out pit are large air ducts that are connected motor driven ventilating fans. Over the shake- out floor are fresh air ducts with large openings. These are also connected fans. The air suction ducts that are connected the ends the pit the space directly under the pit deck remove means fans 36,000 cu. ft. air per minute. Directly over the shake-out work- ers are air-duct openings through which discharged 25,000 cu. ft. z 4 Air Furnace ~ THE IRON AGE, April 1935—23 et wk, yes | ° ° fe > i + ‘ + . + + + 4 “3 iif } i] | | Molding ‘ations | | ) } = = —— as a x = © Oc forked attached four olding machine consists machine pattern. below the pattern the left. sae Os wie § 24—THE AGE, April 1935 { 7s is ne of the cope molding station Low ing jolting machine set the air per min. which taken from outside the building. This air blown down toward the pit deck and near the shake-out grills. Suction air ducts also lead from the ends the pit. These draw the dust laden air reciprocating conveyor space. The result this that this foundry amazingly free from dust. effective effort keep bottom pour ladle has capacity two wheels. the backaround the sheet metal mold conveyor hood which keeps gases from the room. gases out the air sheet metal hood covers the mold conveyor from the end the pouring line for distance about ft. This hood connected induced draft stack and all gases arising from newly poured molds are dis- charged outside the foundry building. Mold Transportation Molds are conveyed topped, two wheeled cars that are coupled together endless chain. These cars travel nar- row gage track which instead being elliptical more the shape rectangle, the two ends afford- ing stretches straight track. When flasks are shaken out the copes are swung over the mold conveyor overhead trolley and are deposited light channel section skids which are placed transfer car, the top which consists two short sections roller conveyor. The top this car level with the tops six long stretches roller conveyors which extend from the shake-out station points opposite the three cope molding stations. When three four copes have been piled the skids the car pushed opposite one the long roller conveyor lines and the load then pushed off the car the roller line, which pitched that the copes move gravity the end the roller conveyor where they are handy for the cope molders. Steady Flow Drags each drag shaken out replaced mold conveyor car where stands metal lugs which project through the sand that covers the top the car. this means, there steady flow drags reaching the drag mold- ing station. The completed drags move about ft. the point where the copes are fitted. The completed mold then travels around the opposite side the rectangle the pouring station. The speed the conveyor such that after pouring sufficient time for solidification the iron given before shaking out. All these wheels pass soaking pits and the object shake out soon practicable order hold the average temperature the wheel above 1500 deg. when placed into soaking pit. Making Drag Molds Making drag molds this foun- dry particular interest for the reason that here car-wheel molds are machine made. The drag maehine consists mast over which mounted yoke guide from which are extended four forked arms, each designed hold pattern. means air cylinders this yoke can moved and down the mast and THE IRON AGE, April 1935—25 4 also can turned, the turn- ing motion being through arc deg. for each four opera- tions. One arm always projects out over the table conveyor. empty drag lifted from conveyor car hangs means trunnions the forked arm the first opera- tion station. The first operator now has the empty drag pat- tern front him. mechan- ically riddles the facing sand and the yoke raised and revolved deg. the second station where the backing sand drawn from chute. The yoke then lowered which brings the pattern rest jolting machine. Three four jolts are given and the sand struck off, after which the yoke raised and the arm swings the third station where the pattern lowered another jolting ma- chine and the mold again jolted with 1500 lb. ramming plate place. Another swing deg. and operator draws the pattern and finishes the drag after which should understood that the shake-out deck the left. yoke, carrying four arms and four patterns, moved and down required and the operator each the four stations must his part the work when the yoke the down position. However, the two operators the jolting machines have air valves which they control the exact time and amount jolting. The significant point that drags for wheel molds are made continuous process with all the old drudgery re- used. Cope Molding There are three cope molding stations, each consisting over- head sand supplies and jolting machine. extend from the cope storage con- veyor over the jolting machines and over the Complete cope molds are made each station. cope brought from storage and placed over the pattern which mounted jolting machine. Here again ramming plate used which suspended from post crane which operated air cylinder. Movement the car table con- Drags are replaced the mold conveyor. veyor controlled from the drag molding station. This conveyor actuated single acting air cylinder, the piston which re- turned the one direction weight suspended cables that are guided over pulleys. The deck over the shake-out pit arranged with four grids, two being used for copes and two for drags. Two grids are arranged with center blocks which the wheels drop when first shaken out the flasks. Risers are carefully removed and are tossed into dump car which travels rails parallel the shake-out pit. The wheels the soaking pits. The drags and copes are further shaken out over plain grids means head. This new foundry has ¢a- pacity 1000 wheels two 8-hr. shifts. The absence dust, ample glass area and high overhead space make this foundry desir- able work shop. strikes glar- ing contrast between foundry prac- tice and design today and the best that was have been had only few ago. Copes are placed the transfer and delivered the inclined roller conveyors for storage. 26—THE IRON AGE, April 1935 | | | 4 newly designed refrigerator, showing the change the design the top and sides and the use stainless steel the PRODUCTION elec- tric refrigerators the Westinghouse Elec- tric Mfg. Co., its Mansfield, Ohio, plant sharply brought about speeding the final assembly line and putting additional workers the line, more rapid movement parts through baking ovens, made pos- sible increasing conveyor speeds and increasing oven temperatures, hanging work closer together ranging press straight line production and adopting new production methods that tend cut down costs. New economies the press shop also include the use universal dies quickly adjustable univer- sal bed plates for different sizes, reducing the number dies re- quired, the use new metal form- ing equipment and the combination operations punch presses— changes that have resulted less handling work process and increased output. Changes made year ago the production line which were brought about largely the adoption Dulux coating for refrigerator cabinets were described ar- ticle THE IRON AGE June 1934. The general plan overhead chain conveyor which the cabinet and parts are hung after cleaning and which they remain through the spraying and baking operations Methods Used Making New rigerator PRENTISS Cleveland Resident Editor, The Age they reach the final assembly line, described that article, has not been changed. Cost Stock Records Eliminated But speeds have been increased various stages production, and may said that rapid movement work process ap- plant. Steel sheets, exceptional cases, have been shipped out part finished refrigerator within hr. after they were re- ceived the plant. There turn-over twice month sheet steel used production work cabinets, turn-over five days fabricated sheet metal parts and turn-over five times day in- sulating material. record THE IRON AGE, April 1935—27 » : “he | AG { « — { | q F aie T i 1 | ¢ CS = ay = ates BER — kept fabricated parts stock. Instead physical inventory made the end every month. This procedure found more accurate than written records and eliminates the cost stock Effect Style Design and Construction With the sales value appear- ance fully appreciated, the 1935 Westinghouse refrigerator more graceful appearance than its predecessors. Attention called its “streamline” body the company’s publicity matter. Some the changes design that have been made purely for appearance’s sake involved changes parts and certain construction features. The cap the 1934 models fitted over the outside the top the the new model the cap diops into the top the shell, fit- ting inside the shell flange and necessitating four additional brackets support the cap. 28—THE IRON AGE, April 1935 ‘4 auxiliary panel in. deep now placed above the door, giving the door more appearance. The top more attractive looking being given more rounded effect. This accomplished increasing the radius the top corner from 13/16 in. Legs still are essential part the refrigerator cabinet but they have been con- cealed extending the sides down the floor, accentuate the streamline appearance. Stainless steel now being used for decorative purposes, some the models that have porcelain enamel finish having stainless steel band in. wide around the bottom the cabinet. Presses Arranged for Straight- Line Production Returning the changes made reduce operating costs, the press shop equipment has been rear- ranged with the presses grouped for straight-line production sev- é LEFT machines which are com- bined the operations forming door opening flanges and the folding sheet form the front, sides and row flanaes the back for refrigera- tor shell. With this machine produce more shells than four did when the hand brake method forming was used. formed the machine. BELOW RIGHT new cleaning department. Refrig- erator shells and parts, suspended tached electric hoists the tram- rail, are dipped five tanks the left for cleaning, and loop around the tramrail line two tanks the right. The move- ment the work both and out the tanks and around the tramrail line automatically trolled. eral refrigerator which require number opera- tions. For example, making door outer panel there straight line punch presses for the fol- lowing progressive operations: shearing the blank size; trim- ming hinged side; drawing; trim- ming four corners two strokes, two corners stroke; curling four corners two strokes, two corners stroke; curling bot- tom; curling top; curling hinged side; curling latch side; piercing hinge holes and piercing latch holes. Adjustable dies for making simi- lar parts five lengths and widths are used for some forming, punch- ing, piercing, trimming and curling operations. Blanking and forming the outer door panels five sizes are done single set dies, adjustable dies being used for all the operations except drawing. For piercing and for trimming the corners the bottom pan there are four die sets mounted master a | > locating plate. One these dies stationary and the others are located dowel-pins, permitting these dies adjustable both for width and length. Cast forming dies are used when possible. These, made Meehan- ite high-tensile iron with nickel content, take the place built-up dies. These dies are cast shape and size with allow- ance in. metal for machining. They are heat treated 275 Brinell hardness before machining. Cabinet Body Made New Forming Machine highly efficient forming ma- chine welded steel construction, which was developed Westing- house engineers and built the company, used for forming the door opening and forming the shell the cabinet. One piece forms the front and two sides the cab- inet body and narrow flange the back. second piece forms the back. Formerly the door open- ing was made with power press and the blank then went hand brake which the sheet was folded form the front and sides the shell and the flange the back = which the back section welded later. According the new method, the large blank that formed into the front and sides the box laid the forming machine and clamped two cylinders which, with air pressure 120 hold firmly position d