Document baxZZB6gjKdYpYe3kaGGzkExD

FILE NAME: Trade Publications (TR) DATE: 1935 Dec DOC#: TR011 DOCUMENT DESCRIPTION: Trade Journal - Boiler Maker & Plate Fabricator ' d u l ] (';i V. / / '{.J '".i`..'it. U*, k UC L j ! MG p iif jG U K ,^ } 'SiCp..i j ; i G u ; p -tJ G-Ij O O I-pi! lJ'j.1 j O O v i p . 'H tilX }iO qA B J<J O f B >G5.rt.ia':J .M iO U fif G w A ib o if ji .{O tiU l.-U X X nk p l U : UOI.J itCji.-.. ]i:>f:;ii.iG-.:- ..H j| M . u i H s v i o b l i .|'i < ;p pAA. ; -[ .. g a a Cm .io :) o f a : } a t 'i i . pi.iA 'o io j.iip o ;1o ;::o -i. ' j o i . ' . a c t . o i p ; o q i i u o j (.{.bo, O.j; [ O O f p J f C X .A 'X o ; I J O p i f a y ' , ... lU r U M tU f W vs j.' ,,m o x ; iG S to ,!../ j J r o ; j i p f O t p U i f S :.\.i ^/GlV .. ' i.::,1.:.'. > Xi.i ` U ! i.x.;U '. .: t ; L i i p p J j i f w U 'i' l (ooq .:uq p ib : p p .- jp a u p.;q <\q: auxoocf ..w.p itGOxqoq ]j , .......... j , '., O./ S l l U v .. Oil `O ! p f f f JOI p O . i -, Jf q o q u o a i j f o o i u / . a A u w t t i u ( , , , ' p o p n . p . :. vfi. .lurijcp a u o i p u.iof.;;; o f u o i a o i d i G . ; 0]. q,,o u.a ,,.-o, i ' v: . i ;'.'O MI I , ; l. '..; :l-` p : :. p J.vi v .. :. .. v;. ..00.10.; .1 : JjOq .tO< (!)>.O[) :UUt Apjvp.i; ; .quilra- ioU i i u a o o . . i o i G o q ] . o fi;:i.tajc'U.t; q c i q i a q ; VO, r, OF A S E R I E S O X T H E M A N U F A C T U R E OF S E CL R I T Y A R C H B R I a m i fin a lly . . . THE SERVICE OF SUPPLY Lclrge stock sheds as sfwwn above t[,'v located ai t/ym y eonpcniml poirdis Ihmugttqui the. eimntry. . .> j " . . .. Arch Brick supply is one of the most important items for economical locomotive operation. The American Arch Company, in maintaining an adequate stock of Security Arch Brick at many convenient points, recognizes its responsibility to the railroads. There*s more loSecurity Arefsm Man jm i brick Stock sheds carrying ample stocks ready for immediate ship ment safeguard against delay. / . * . This 'facilitates locomotive arch maintenance and aids in ,,> ,, ,, ,, ' maintaining maximum fuel economy. ll.A 'iE llI S M f-W ik IiK K K c # * < JkM K IM C Jklf A l C l l j S f # r * e # # r | f S p e n t i m i &&im VOLUME "PufoSibhfcc! m o n th ly r-- X X X V I by Sirnm oiiii-Boardm an Publish* g C orporation, 1309 Noble S treet, a t th e P o s t O ffice afc P h ila d e lp h ia , P a ., u n d e r '"' -- P h ila d e lp h ia , P a . E n te re d &s seco n d the A ct of M arch 3, 1879. chiii-r ^ ^ ^ ^ 1$ m atter, January v B c i m p M aker and F iate Fabricator N e w im e r 8 Ini BiMfeir H e l l The steam generating plants, the Besler automatic boiler and the Steamotive, which are featured in two articles in this issue, open up a reladi vely new field for the utilization of the talents of the boiler maker. The trade in this country should be given due credit for its part in what appear to be the first conspicuous and practical applications of any great success made of the high-pressure quick-steaming boiler or generator of this type. It cannot be said that the basic ideas behind both types of steam generating plants are new or novel as both are refined developments of the flash boiler. How ever, the return of steam power to fields which here tofore appeared to be the exclusive property of Diesel power is definitely an event of considerable interest. The Besler boiler is an importation from Germany where the idea has been thoroughly tested. It appears to have many qualifications to recommend it for appli cation to existing equipment and to new trains. The Steamotive is a native development and is a slightly less ambitious undertaking as regards evapora tion rates, etc., than the Besler. The two types are sim ilar, however, in their marked departure from the more or less established practice and introduce other ideas into the field of steam boiler manufacture. C o m ttiliti iiiii f th e In d u stry While accurate statistics concerning employment in the various branches of the heavy plate industry are not available, it is probably true that not since 1928 or 1929 has a rear closed with better prospects for the coming one from the standpoint of steady and remunerative work. There is nothing forced or artificial about the term in this connection, however, since it is only the natural result of a long period of curtailment in the demand for new power. The point has been readied where it is essential that the replacement program in every branch of the railroad industry be carried on at an accelerated pace. This condition extends throughout the entire maintenance and repair branches of the industry. In these colum ns last month attention of the supply trade, engaged in producing materials and auxiliary equipment, was directed to the possibility of using the facilities of this publication to better advantage in pre senting details of their products to the industry. By doing so a worthwhile service may he rendered to those whose dutv it is to specify, select and eventually to apply such materials and equipment. Actually, a far broader field may he reached through this medium than the locomotive industry alone. 1'rodui'i ion ,*llli C n t K l`( it plate fabricating, have advanced and are still going for ward to meet the accelerated demands in these fields. During the past year these industries have enjoyed a level of business not equaled at any time in six years. for #r<I<ers In the November issue of B oiler M aker a n d P late F abricator, comment was made on the encouraging indications of business recovery in the locomotive manu facturing industry as shown by the relatively large number of steam locomotives ordered in. the first ten months of 1936. This amounted to 143 units and before going to press, the report of an order for 20 by the Union Pacific in the first week of November was also published, making a grand total of 163 for the year up to that time. In November, in addition to the Union Pacific trans action, already mentioned, the New York Central Rail road placed an outstanding order for 100 steam loco motives, contracts being made with the American Loco motive Company and the Lima Locomotive Company for SO each. The Chicago, Milwaukee, St Paul & Pa cific ordered 30 locomotives from Baldwin and one from American Locomotive. The Chicago, Burlington & Quincy began the construction of 11 units in its own shops. This brought the total number of new steam lo comotives contracted for or ordered in the month of November to 162, which exceeds the total for the first ten months by 19. From the first of December to the time of writing. 65 more locomotives have been ordered by American railroads. The Norfolk & Western is beginning in its shops the construction of 8 additional units of the 1200class articulated type described in the S ep tem L issu e, the Seaboard Air Line has ordered 5 from " .aldwin and the Denver & Rio Grand Western has also placed an order for 15 with this company. The Wheeling & Lake Erie ordered 10 locomotives from the American Locomotive Company and the Atchison Topeka & Santa Fe placed an order for 27 with the Baldwin Lo comotive Works. This surge of locomotive purchasing l as not been unanticipated as the pressing need for locomotive re placement has been well known to all followers of railway affairs. It is known that the locomotive build ers have been preparing for the increase ! volume of business by rebuilding and reinforcing as i inch as pos sible the staffs and dejiartments that were carried through the depression. It is feared, however, that the locomotive industry like other heavy industries which have suffered severe curtailment of activity will he hard put to obtain the vitally necessary experienced workmen and foremen for .efficient production and considerable training will have to he given new cm- tiiwmwiii jpearance sometrrisat comparable to the road's latest .reamline coaches. The cars were stripped down, lowereck rooi sheets and some details o l the old deck framig removed to save weight, and new. carlines and roof heets applied from side plate to upper deck sheets to )rm a turtleback roof. On the power car a section 8 feet long at one end was eserved for application of the Besler boiler plant and uxiliary equipment. The entire length of 20 feet over he boiler room and baggage room bn the roof is taken ip by the condensers and exhaust steam-driven fans. A lumber of special details of construction had to be corked out properly to carry the weight of condensers ind fans and also maintain the necessary strength across he sides of the car. The necessary control apparatus vas applied in each compartment and the train is oper- ited in either direction without turning. The old truck under the boiler end of the power car was replaced by the Besler power truck, all other trucks remaining the same. Fuel and water tanks of 500 gallons capacity each were applied to the power car. The cars were semi jjennanently connected together, the old couplers and draft gears being retained. The overall length of the power truck is 17 feet 8 inches, and the total width over the cylinder lagging cover is 9 feet 5 inches. The wheelbase is 1! feet 6 inches and Bethlehem low-carbon molybdenum wheels with chrome vanadium axles are used. The total weight of the power truck is 35,000 pounds. There are two direct, two-cylinder compound engines, each having cranks pressed onto extensions of the axle stub outside of the journal bearings. The high pressure cylinder is inches in diameter and the low pressure cylinder is 11 inches in diameter. Both cylinders have 9inch stroke. These are conventional double-act rig com pound engines, with piston valves. The crosslieads are cylindrical in shape and are made of cast steel with babbitted shoes. All bearings are of the roller type throughout and all working parts are machined all over. The valve mechanism is a Stephenson link motion arranged to be operated pneumatically to give two posi tions forward and two positions reversed. The lufarica- Steam generator ini set wp in the laboratory (for teielriSng showing compactness of the Besler unit for rail-oat! tervite The Besler Vwo-car steam train on the New Have I IRIawtm sitearn null tirata fcailiuires rei r n SiHiumuHiluiAlf' ILuuuuyliimau I 1JOK/IATI a i & 11 i Q 'jf 6 ff Ui 1 The New York, New Haven & Hartford now has in service, between Bridgeport, Conn., and Hartford, a two- car steam-powered rail train equipped with the Besler steam power plant. This train is operated in almost con tinuous service from 6:00 a.m. to 10:20 p.m. making six trips of 31.9 miles between Bridgeport and Waterbury and one round trip of 125.86 miles between Bridgeport and Hartford each day, giving a total daily mileage of 317.26. When it was first decided by the New Haven to use a Besler power plant the idea was to make the most econom ical possible application, from the standpoint of initial investment, in order to be able to demonstrate in ser vice the capabilities and reliability of the equipment. This would involve simply the application, to two existing coaches, of the power truck, boiler, condensers and con trol equipment, together with the operating compartments at the ends of the train. A preliminary consideration of this idea, however, indicated. that a much better job could be done by a complete rebuilding and remodeling of the two coaches at a comparatively small increase in cost. / As finally completed, loaded with fuel and water ready to run, the weight of the train is 303,600 pounds. The two steel coaches which were converted into this train had a weight of 258,400 pounds. The application of the Besler power plant and the modernizing of the two cars, plus fuel and water and air conditioning equipment, therefore has only added 45,200 pounds to the weight of the original equipment. With 500 horsepower available at the rail the Besler train, ready to run, has a horse- Note::-- T b iy article is based on papers presented b efore th e N ew Y ork . R ailro ad C hib, O ctober 16, 1936, by K, C artw rig h t, N . Y .. N . H . & H . (describing: the tra in ), and George D. and W illiam J. B esler (describing th e pow er p la n t), supplem ented by additional details concerning th e boiler. T here is also included a sum m ary of questions raised d u rin g the discus sion follow ing the presentation of the tw o papers. power-weight ratio of 607 pounds (3.3 horsepower w ton). By comparison the New Haven Comet, loadc with fuel and water ready :o run, weighs 260,590 poundThis is powered with two 400-horsepower Diesel enginegiving a total of 800 horsepower. If, however, ail aux iliary equipment is in operation at once, considering tin efficiency of the electric drive, a maximum of 6-00 horse power is available at the rail. This gives a horsepowerweight ratio of 434 pounds (4.6 horsepower per ion ) If, instead of applying the Besler power plant in tin older steel coaches as was done, in this case, such a power plant were applied to two of the modem New Haven light-weight streamline coaches, it is reasonable to expeci that a two-car train could be built with a total weight, ready to run, of approximately 250,000 pounds. Tills would have a horsepower-weight ratio of 500 pounds (4 horsepower per ton). Two old New Haven steel coaches, approximately 20 years old, were selected and designs worked out for re modeling them by the application of the Besler power plant and other modifications into a modern appearing streamline train. These ole. cars were of the monitorroom construction, with narrow letter boards. As re modeled the exterior was changed to give an outside Cfiak-acterTD ticH rtf B teslet T r a m mind! T h e C o a iu jt Besler train T h e Conici T o ta l h o rsep o w er ti,, ,, ,,. .......................... 600 H o rse p o w e r a t ra il . . .................................. , 550 S e a tin g c a p acity ........... . . . . . . . . ................ 152 000 590 (mi ) 160 B ag g a g e c a p a c ity ............................... O v e ra ll le n g th , f t. a n d i n . . . . . , , . ................ T o ta l weight-, re a d y to r u n , lb . . .............. D istrib u ted weight, pow er tra c k , Jb. . . T r a ile r tr u c k p o w e r c a r, llx ....................... 12 f t.-- 3,000 lb. 163-- 2 ^ 306.600 104,000 67,000 None 2G 7--0 260,590 36,835 43.890 T r a ile r , in sid e tru c k , lb . ,, ,, ,, ,, ^.......... .. 65.000 44,375 T r a ile r , le a d in g tr u c k , l b . ........................ - . 67.600 85,490 W e ig h t lig h t tr a in , lb ........................ -- 296.100 248,590 W eig h t pow er p lan t an d co n tro l, lb. . . . 32,700 (approx.) 71,039 324 Half section of the Besler Unifow boiler tion is accomplished by splash within a sealed crankcase, and a circulating plunger pump is furnished to assure lubrication at slow speeds. The cylinder relief valves are air operated. The engine is designed for a steam pressure of 1500 pounds per square inch and, at 1200 pound inlet pressure, the truck has an average starting tractive force of 15,000 pounds. The truck is rated at 1000 horsepower, although it is capable of producing more than this with sufficient boiler capacity. The boiler is of the continuous-flow, non-water level type, having no drums or headers. The general arrange ment of the coils in the boiler is shown in an accompany ing drawing. The tubes in the coils, vary in diameter from Tt inch in the top rows to 2*4 inches diameter, in die superheater section. The water enters the top of the boiler, passing down through the pancake coils where it is heated in the coils in the top six-coil sections. In the next lower six-coil sections the water is gradually changed to steam. Having reached a point in the boiler directly above the superheater coils, the saturated steam passes through a tube, indicated by the arrows in the drawing, to the outside of the boiler through which it is taken to the top of the coil group which entirely sur rounds the side walls and bottom of the combustion chamber. The steam in working its way through these coils passes down alternate rows to the bottom coil underneath the combustion chamber. Having completed a circuit in the bottom coil, it passes up other alternate rows of tubes to a point at the top of the combustion chamber where it enters the bottom of a seven-tube coil immediately under the superheater section. After pass ing through this section it goes into the superheater sec tion composed of five rows of header type coils. The superheater coils are U-shaped in arrangement with the O ti L LltC opposite uiu sl which ciean-out iuiwhidK plates are fitted to the boiler shell. The formation of scale in this type boiler is confined to the superheater section and the dean-out hand-holes are provided to facilitate the use of a mec lanical cleaner in the super heater tubes. The entire boiler is encased in an airtight sheet-steel housing with 2 inches of insulation between the inner and outer casings. The inner casing is c o n structed of corrosion-resisting Inconel and the outer casing, separated from the inner casing by insulating brick, is made of sheet iron. The boiler is equipped with fully automatic said-tv devices to protect it against empty water tanks or other contingencies. The burner is the pressure atomizing tvpe of lk-sler design and construction. It automatically meters the fuel in proportion to the flow of air which is delivered by a multivane type blower. Adjustment is not necessary because of a change of altitude or a change in draft pressure, and the burner automatically compensates tor changes in air flow caused by entering tunnels, high speeds, or cross winds--in every case metering the cor rect amount of fuel. The burner operates fullv on or off. Ignition is secured by a high-tension electric spark. The auxiliaries are driven by a two-cylinder, 90-degree V-type double-acting steam engine. The water pump drir-es are integral with the main crank shaft. The auxil iary steam engine drives the electric generator through V-belts. The generator supplies current for lighting, ventilating and for the requirements of the power plant. The auxiliary engine also drives the air compressor and the forced-feed main-engine lubricators, it operates at a back pressure and exhausts into the train-heating line. When train-heating is employed the power used to drive the auxiliaries represents only two percent of the boiler output. The condensers are of the fin and tube tvpe. placed on the roof of the car. Propellor type fans driven by individual exhaust-steam turbines of our own design and manufacture are located adjacent to the condenser cores on the roof and draw air through the cores, discharging it upward. The turbine speed inherently varies in proportion to the steam flow, producing the optimum relation between air flow and condenser load at all outputs. Schematic diagram showing the relation and ftmcticn'ikig mi the various parti of the equipment lecember 1936 327 G eneral S chem e of O peration Reference to the accompanying- schematic diagram ,vill help clarify the functioning of the various units in volved in the power plant and auxiliary'. W ater from he main storage tank is pumped by a motor-driven lift pump to a header tank, thence to the boiler feedwater pump which is one of the three auxiliary unite driven by a high-pressure auxiliary engine. From the feedwater pump the w'ater passes through the feedwater heater, thence to the boiler. Its course through the toiler has been previously described. Superheated steam at constant temperature and at a maximum pressure of 1500 pounds per square inch leaves the main steam outlet of the boiler. Superheated steam is used in the main engines on the power truck and in the auxiliary engine. The main engine exhaust is piped to the three condenser fan turbines. The auxiliary' engine exhaust is piped to the feedwater heater. Exhaust steam after pass ing through the feedwater heater-and the fan turbines goes to the condenser header which is equipped with a safety valve as a protection against excess pressure in the condenser coils. The condensate from the condenser. passes through a return line to the water storage tank. Q uestio ns ak d A nsw ers Co ncerning O peration At the New York Railroad Club meeting at which the description of this train was presented many ques tions were asked concerning this equipment. The an swers to a number of these questions as given bv \Y. J. Besler, are included herewith. 1- Q .-- What is the percentage of makeup water in the summer time zvhen steam is not used for heating? A.--It is approximately the same as in the winter when water is lost through heating. In the winter time, there is no return from the heating pipes, so that the water is wasted. No records of the amount of water con sumed by the power plant are available at present. 2. Q.--How is scale formation prevented in the boiler? A.--Scale is not prevented. Scale forms only in a certain portion of the boiler which is provided with clean-out openings. Cleaning is accomplished either bydissolving it, or by the use of a turbine cleaner after removing the clean-out plugs, which is a simple opera tion. Any other means of feedwater treatment may he used to keep down the scale deposits. 3. O .---Is the steam superheated ? A.--Yes. the steam is superheated. At 500-pound pressure or 800pound pressure, the temperature is maintained constant at the outlet of the boiler and runs 760 degrees. It is maintained at that point to give a good overall efficiency and good lubrication. 4. Q.--How docs oil treat the feedwater? A.---Oil goes into the feedwater because the engines are lubricated by spraying oil into the engine cylinders. The oil is carried to the condensers and from there it is returned to the feedwater tank. This oily feedwater is pumped to the boiler, which is one of its features. In a steam automobile boiler, which is now 27 years old, the boiler has never been touched. The tubes are perfectly dean liecause of the presence of a large percentage of oil. U]xin analysis this was found to be some four or five percent of the feedwater. 5. (J.-- Is straight mineral oil or compounded oil used? A.---Both iv]x*s of oil are used. 6. O .--Docs the atomising burner run intermittently or at rvrying speeds, so as to develop steam in proportion control mechanism which supplies water whenever the pressure is sufficiently low and whenever the temperature is right. The injection of water is proportioned accord ing to the temperature within the boiler. It is fully auto matic in operation. 8. Q.---What kind of fuel is used? A.--So far, any type of fuel has been used with which we have come in contact. On this train the lighter grade of fuel is preferred, as the cost is not yet prohibitory. Any of the oils produced in America can be burned, as they have been tried iri the laboratory. 9. Q .-- What is the combustion rate in the boiler? A .--Over 500,000 B.t.u/s per cubic feet per hour, al though a maximum of Over 2,000,000 B.t.u.'s per cubic feet per hour have been released. 10. Q.-- What is ihe stark temperature':'' A.--500 degrees F. 11. Q.-- What is the water rate of the engine at various speeds? A.-- 10 pounds over a wide range of speeds and loads. That water rate can be maintained from 1200-pound inlet pressure down to 400-p:)und inlet pressure, which is the operating range at the present time. 12. Q .-- How frequently must scale be removed from this type of boiler? A.--The present indications are that it should to removed each 30 days, although on the New Haven train, it was operated the first six weeks without removing scale. 13. O.--What is the weight of the boiler? A .-- 5100 pounds complete. 14. O.-- What effect will snow have on the con denser exhaust fan? A .--When snow comes in contact with the fans two things may happen to dispose of it. Either the fans will throw it out of the way or the heat will melt it. 15. O.--What is the temperature of the boiier room? A.--Tem]>eratures as high as 140 degrees have been recorded in the toiler room, although at that time no one was in the room. 16. O.--Arc conventional snap rings `used on the pistons of the engines? A.--Yes. 17. Q.--How many rings arc used on each piston? A.--Six. 18. Q.-- What is the maximum speed of this train, ami at what speed is maximum horsepower developed? A.--The horsepower is constant from lljA to approxi mately 65 miles per hour. The train is guaranteed to do 70 miles per hour, although on one run a maximum of 82 miles ' r hour was reached. Operating condi tions necessitated limiting the speed, so that :,t is not possible to sav how much more speed it might be pos sible to attain. 19. Q.--Is a fireman used on this train? A.--Yes. when the train is backing up, that is, being operated by means of the controls at the opposite end from the power unit, the fireman rides with the engineman. 160 feet away from the boiler. 20. O.--H ow much power is required for ike con denser exhaust fans? A.--The condenser fans require approximately 30 horsepower under a full load. That is available at a loss to the engine which is not very great, as 12-pound hack pressure on the engines cues not amount to much horsepower. Turbines are used for driving the fans. 21. O.--With moderate volume production, what proportion of the total cost of the train is in the power plant ' A .--O n the New Haven train, approximately one-fourth of the cost is represented by the pov er plant fasr <>t n e c e s s i t y A. --!t a reserve jxnver truck were pamphlet. "Hut employment per vehicle inanuiacuuz .available, it would merely be a problem of lifting the ear. was 25 percent higher in 1935 than in 1929. Ami la. rolling the new truck in, dropping the car and making year 109 workers had jobs making automobiles for ei w the various steam and air connections. 100 between 1923 and 1525." 23. Q.--Is the boiler operated at constant pressuref It deals with many of die leading industries in whir A.--No attempt is made to maintain constant pressure. machine developments are often accused of having dt The boiler operates at a constant superheating outlet stroyed employment opportunities. Among the fact temperature. A constant temperature is maintained, presented are: as that is what determines proper lubrication and ef Telephone girls increased by more than 50,000 duririi ficiency. the ten years that the dial system was being installed, ism 24. Q.--is the lubricating oil atomized into the cyl linemen increased 100 percent. inders or fed onto the cylinder -walls? A.-- It is fed Ice dealers more than doubled between 1920 and 193c into the valve chamber and atomized by the velocity of because mechanical refrigerators popularized all refrig the steam. eration. 25. O.--W hat is the fuel consumption per hour? It takes far more workers to furnish the textile de A.--One pound of fuel per horsepower hour. mands of a thousand Americans today than it did in rix 26. O .-- When the train is operated by means of the cteoxlotinleialprdoadyuscotsf asspiannreinsgultwohfeellosw, edrueprtioceisncwrehaesnedmaucsheinreef ccoonnttrroollss aatndthewhopapt osgiategeesnddofersomthetheoppeorwaetorr uhnaitv,ewhfoart methods are used. feedwater for the boiler? A.--The controls consist of yeaMrsa,cyheintesstehnaovgeraprehveorsluatinodnitzyepdistosffiinccerewasoerdk 3i2n preercceenntt ai hethreroitstlne,othaiinrg-btroakinedicvaatleveto tahned opreervaetrosrewhmaetcihsagnoisimng, and bookkeepers, cashiers and accountants increased 27 on at the power plant, as the o()eration of the boiler is percent between the last two census years. Population entirely automatic. increased only 16 percent. Sound pictures displaced 50 percent of all theater mu 22. Q.-- ir/iot type of a transmission is used? A.-- sicians, but during the same rears musicians and teachers There is no transmission. The steam engine connect of music increased by 35,000. actors by 17,000, theater ing rods are directly connected to cranks which are ushers by 7000 and radio employes by 15,000, pressed on to an extension of the axles. It is interesting A printer today can set more than five times as much to note that there is not a single gear of any description type as one without a linotype did in 1890, yet there arc- on these two cars. five times as many employed in the industry as there . 28. O.--Hose is the control operated from the oppo were then because machinery has lowered prices and site end of the train? A.--Pneumatically. made possible the vast growth of the printing and pub 29. O.-- W hat is the storage capacity of the boiler? lishing business. A.--Only enough to go about half a mile. Storage ca " Some of the greatest technological developments in pacity is not carried in the boiler water, but in the hot America in recent years have taken place in the iron atte tubes. As the pressure drops an additional quantity of sted industries," says the pamphlet. water comes from the economizer section of the boiler, "But the use of steel in the United States increased and in contacting the hot tubing it generates steam which from 2600 pounds pier person in 1900 to 16,800 pounds gives this boiler its amazing reserve capacity. in 1935. There used to be only two or three kinds ol 30. Q.-- Hose long does it take to get the boiler hot steel, but today there are about 10,000 different specifi from cold water/ A.--The rail car is able to get steam cations as to alloys, sizes, finishes and shapes that mod up in an average time of five minutes from dead cold. ern industry demands. It cannot be operated in five minutes, however, because "And employment has grown from less than 150,000 of the necessity of pumping up air for about 12 minutes. sixty years ago to about a half million today, and despite, The time required from stone cold to the point where it or because of. the recent technological changes employ is ready for operation depends upon the time required to ment in 1936 passed the 1929 peak. Production is tar pump up air. As far as the boiler is concerned, working below capacity and with its inevitable rise employment- steam pressure can be built up in approximately to will go even higher." 4 minutes from the time the fire is started. The employment of both women and children in man ufacturing industries has declined during the last genera tion while mechanization has been greatest, and the em J f t in lis a n n u l ployment of men in manufacturing and mechanical in iPresieiiiitf; K m p f o y r a te a r t. dustries has more than doubled since 1890, according to the Institute. Wage and salary earners get a larger per Major industries which have instituted the greatest centage of the national income today than ever before, technological changes in the last few years have added largely because machinery Has increased workers' pro millions of wage earners to their payrolls and many of ductive capacity and earning po wer. them employ more workers today than in 1929, accord ing to a study made by the Machinery Institute and re ported recently in a pamphlet "Machine-Made Jobs." W e s te r a IBHer Matiker IDfasi The report is the third of a series by the Institute, of Richard J. O'Neill, former rational president of the which John W. "Leary is president, giving factual evi Boiler Makers' Association of America, died November dence that jobs are created by the advance of science and 12 at his home in Denver, Cole. He was 78 years ox invention. The contents are "buts and ands that must age. Mr. O'Neill had been employed by railroads in be considered in connection with common statements every part of the United States. Forty years ago he which on the surface appear to prove that machines built the first camel-backed locomotive in Rawlins, Wyb, cause unemployment." He first came to'Colorado in 1504 to accept a position "Vast technological improvements have been made in with the Colorado & Southern Railroad. At the ifme of the automobile industry, which have greatly increased his retirement he was general foreman boiler maker for productive capacity of workers in many jobs/' says the that road. % 328 Steamofitfe unit d f l i t c ir ready for shipment Odern The design and testing of a new type of steam-generat ing unit of good efficiency, relatively light in weight and requiring a minimum of space, was described jointly by the General Electric, Babcock & Wilcox, and Bailey Meter companies at the annual meeting of the American Society of Mechanical Engineers, in New York City. November 30, hv E. G. Bailey of the Babcock & Wilcox Company. A. R. Smith of the General Electric Com pany, and P. S. Dicker of the Bailey Meter Company presented the paper at the meeting. The new type of steam-generating equipim :it has been named the Steamotive. In it, steam is generated at high pressure and temperature: and fully automatic control in response to changes in demand has been incorporated. The units are intended for capacities of from 2000 to 10,000 horsepower. Two such units have already been built. The first, now in service in the Lynn, Mass., works of the General Electric Company, is used to test marine and other small turbines. It has an output of 21,000 pounds of steam per hour at a pressure of 1500 pounds per square inch. Another, a completely co-ordinated power-generating plant incorporating the Steamotive and turbine-genera tor. with a capacity of 30,000 pounds per hour and furnishing steam to a turbine at 1200 grounds pet square inch and 950 degrees F., is being installed in a small, isolated plant of a large industrial concern to supply electric power and low-pressure steam for building heating. Both are oil-fired. Two oil-fired Steamotive units, each with a capacity of 40,000 pounds per hour, are now being constructed for the Union Pacific Railroad for driving tvro 2500horsepower electric locomotives, it was announced at the meeting. These units will furnish steam to the turbines at 1500 pounds per square inch and 950 degrees F. Indicating the compactness of the Steamotive unit, the one for Lynn was shipped complete from Schenectady on a railroad flatcar. Objectives sought in the design of the new equipment were pointed out by the speakers as high steam pressure and temperature, minimum weight and size per unit of steam produced, wide range of capacity with ability of the unit to respond quickly to wide variations in load conditions, adaptability to wide range of fuels, com pletely co-ordinated auxiliaries, completely co-ordinated automatic control, and units of simple design and con structed in sizes small enough to he portable. Answering these specifications, the Steamotive boiler was designed and built by The Babcock & Wile ax Com pany at Barberton, O. The meters and complete automatic control were designed and built bv Bailey Meter Company, Cleveland. The auxiliaries which sup ply fuel, air, anti feed water are controlled in accordance 329 A u x ilia ry Set D rive T u rb in e S tc ^ m O u tp u t R e g u la tin g V alve \ S team P re ssu re C o n tro lle r H igh P r e s s u r e ~ n TInted.incnatToerm p e r a t u r e hr.jb I'c m p e rjtu rv T r.; Dr urn Lex e; v'untroilar SintCd.i\cmatFoirO'.vp 0-i LiOw - Am plow Controller i` Driva T u r b in e Ste m Vulva O p e ra to r bAqu.tTopmmatiecntL iq S t 'norucnv'o H'icjh P m s s u r c S u rg e C h m a i' Boiler Feed Pump Fuel O il P u m p Fuel On > Fuel Oil so .jr o ff Vulve r a r Automatic Liqnt jnq Equioinent General view of gvnerrmng unit now in commercial service at the Lynn, Mass., works of the Genera! Elec tric Company for resting with demands lor steam. (. omplctc aim 111;11 it' ignition and satetv equipment are included. The auxiliary set was designed and iunlt hv the <eneral Klectric Company. which o mij;u ;ihu d.id the assenihh- work <l the complete utr.t a; n- Schencctadv plant. "idle auxiliaries, geared together a- one turbinednveu unit, in the case of the unit at hum con-i-t of a feed pump delivering Jg.OOO )xunU ot water ]>er lamr at a pressure ni 2000 pmmde. a hlcwer let dU.OOU pounds of air per hunt at t0-inch water pressure, a fuel-nil pump, and a lubricating-oil pump. The complete Stcamutive unit was designed and constructed >n a- to h<- -unable t'or iustallatiou in a Incmotive in coiiumctwii wi:]i nirbine- electnc drive installed hv the ( amend Idee'nr Company. In the operation , tin- Meanmrw unit, die die a- and sei-i'N ; a-- i-'uin the hereer d d ' ' .s, ,.;,w h iiti' coo'. .i ;: in ia, e. v us ev :n ` ` i or : w m an itm. I Ihe -epar.-w cr i: .-ej d c i . e ; ;e healer, and up die stack. i am ' d- ^ri V:o r- the Id nvi'i' at t'clatueh r.tgh pre-.eve pa--'ng cmitd lane-, intersecting die staek, and Tun an amd \!.e air lieau-r tube- to the od hunmi'. "I he-v i- no induce I draft Ian. tin- hi wer mrcmg the air th'scndi tic- burner and turnaer under prc-.-urc. 1 he leed w a te r enters the e e o iio m i/ e r inlet header, and. alter leaving the outlet Iuuder. i- diuded mio m-\ crai circuits, all oi which tonti tlie ilo,a", >idc-. aiu 1 'Awif 1if the funate a as well as il;if S(`]-s 11 !m.J', n <nmb !!If 1mider -cren. All the -tear. ! 1- yt'!!1V.dlA ! in :in-c ' eniacc an; !h der circuii-, and ; ;i' -T" .1 -t 1C'`tb 1!, .V*!; a -urphis oi water 11i each i.'Tim. i :|| ` :c sl'J araiur. die drv -team goc- through Gt sU|h'riv ;iL and d:iTt.'C11\ to the mail i turbine, dim water fr111i ilk" M`par;WnY W called the -pdlovvr. and it passe- fin(>Ubd a ))"at ex.hanger toi the hot well. where it mixes with tile condensate. .and i- refed to the boiler in the feed innnp. Due to the e mi act arrallgemein the SumiilutivF unit, it Con-tltute- wlutl Is practical! v ;i 1inckagvd ]" >\\ cr plant. " te sts made on the developmental Steamotive unit and subsequent design sutdies indicate tliat a -u-mn- generating unit ol this tvpe is ennrelv practical for geiier- ation ot high-pressure and high-temperature steam," it was reported at the meeting. "The principal advantageof this tyjHi of unit over natural-circulation boiler installations tire the small sirice required and the reduc tion iu weight ol the unit i Ihm exatt pie. m locomotive- . It is possible to tit this tipe of boiler into a restricted space and the* design is flexible ir its adaptability ; limits m height, width, or length. Diagrammatic layout of Steamotive uriii at Lynn "The elimination of refractory in the furnace and boiler setting, replaced by waterwalls and insulating block, not only results in a large saving in weight and volume, but also in reduced heat capacity that materially affects the ability to change output quickly. The small water content of the forced circulation boiler results in quick response to load changes and insures safety in spite of the high-temperature and high-pressure steam con ditions. These factors permit quick starting from a cold condition, requiring less titan ten minutes from lighting the burner to full output. It has been found that combus tion liberation rates up to 400,000 British thermal units per cubic foot per hour can be obtained with low excess air and smokeless combustion with oil fuel. The pressure furnace which utilizes forced draft only is entirely prac ticable and materially simplifies the draft equipment and control therefor, "The wide-range burners used on this unit and the co-ordinated auxiliary set make complete automatic con trol a thoroughly practicable device. Completely auto matic lighting of the burners has been entirely satisfac tory, and the use of safetv devices which automatically cur tiff the oil fire has proved a more effective protection than safetv valves and oilier protective devices common on natural-circulation boilers. " It is essential that the application of a unit of this character he carefully considered, since reduction in weight and space requirements can only be obtained through increase in auxiliary power and reduction of plant efficiency, especially at high loads. In certain applications the problem is simple, since the space requirements are definitely fixed. However, where space is available, it is generally more economical to use a larger unit, improve boiler efficiency, and reduce auxiliary power." M a r i n e S iteain i By G. P. Blackall Signs are now evident that a new phase is beginning in marine steam generation in which far higher pressures and temperatures will be employed. The steam con ditions of the Prinsendam, for example, the new 33,000ton Holland-America liner, are 600 pounds pressure and 770 degrees F. temperature, and they constitute a notable advance on the conditions of 430 pounds pressure and 650 degrees temperature adopted in the Statendam, built for the same owners in 1929. In dealing with the future of steam propulsion in his Thomas Lowe Gray lecture this year, John Johnson referred to a typical installation" 4`B" of 30,000 shaft horsepower as being representative of the practice of 1930, with steam conditions of 375 pounds pressure in the high pressure receiver, say 425 pounds at the boiler stop valve, and 740 degrees F. temperature, for which an oil fuel consumption of 0.57 pound per shaft horse power hour for propulsion was indicated. In a compari son with a hypothetical installation denoted as "C" and dated 1936, to work at 450 pounds pressure and 850 degrees temperature, Mr. Johnson stated that with these conditions a fuel consumption rate of 0.5 pound of oil per shaft horsepower hour would be maintained in service. He mentioned that the designs for the latter vessel, with machinery of 28,000 shaft horsepower, are completed. The new Hamburg-Amerika liner Gneisenau has turbine machinery working at 735 pounds and 878 degrees F. In all these cases the boilers are of the drum type working with natural steam and water circulation. The Prinsendam is to have Yarrow hosiers, but the new Canadian Pacific tonnage will presun:ably have the im proved Johnson type of watertube boiler. The new Hamburg-Amerika liners have Wagne:- boilers. In these respects, therefore, the designs represent a natural evolution along lines which are novr accepted as the result of satisfactory experience. With increasing boiler pressure difficulties arise in boiler drum construction because of the heavier scantling of material required, while the factor of circulation demands fuller considera tion. New designs of boiler are therefore being intro duced in which the drum is omitted arid forced circula tion adopted, with the result that a considerable increase in heat transmission rate becomes possible with sub stantial reduction in size and weight oi boiler. A good measure of boiler capacity is provided by the evaporation expressed in terms of pounds of steam per hour per ton weight of boiler. This figure is about 800 for high-capacity generators with natural circulation. The Benson boiler installation in the liner Potsdam, working at 1325 pounds pressure and 878 degrees F. temperature, has a corresponding capacity coefficient of about 1250. and an approximately similar figure applies to the Yelox forced-circulation boiler with steam con ditions of 450 pounds pressure and 825 degrees. A \ elox boiler ha> recently been installed on one of the Messageries Maritimes liners. The Rotterdam Lloyd liner Kertosono has recently been sjx-eded up by replacing one of the original cylindrical boilers with a Sulzer mono-tube super pressure steam generator, working at 880 pounds per square inch and 700 degrees and fitting a highpressure back-pressure turbine unit to act as a primary turbine to the existing plant. Output has been raised from 4500 horsepower to 6000 horsepower, raising the speed from 13 to 15 knots. The future would appear to lie evenly between the high-capacity natural circulation boiler working at ap preciably higher pressures than hare hitherto been employed, with the advantages it offers in retention of the water and steam drums to serve as a feed reservoir for meeting emergencies, and the forced-circulation generator working at the highest pressures and tempera tures practicable, with heat transmission rates substan tially greater than with existing orthodox practice, which will result in very large savings in weight. K xpI S#irtS I n C M p r e s s e i A i r M im e Fatalities occurred in two metal plani::; recently when air line accidents occurred in rooms veliere employes were working. ' One of the failures was attributed to a. combustion ex plosion in a high-pressure 2-inch diameter line carrying air at 50Q pounds pressure for use in die casting ma chines, the pipe failing at several points. 2-inch forged steel elbow was split cleanly, and two safety valves were shattered. The operator of one die casting machine was killed and there was considerable damage to piping, valves, fittings, equipment anc: walls adjacent to the exploded lines. While the cause of the accident could not he definitely determined, it is relieved reason able that some of the lubricating oil from the compressor was carried over into the system and ignited, probably at one of the die casting machines where the air was in contact with molten metal. The compressor supplying the system was equipped with both an intercooler arid an aftercooler and the piping was tested at intervals in the interest of safety. After the accident double extra heavy pipe of % 0 inch thickness was installed, and to minimize the possibility of a similar occurrence an oil separator was placed between the after cooler and the receiver. It also was advised that oil being fed to the compressor be kept at an absolute minimum. The other accident occurred to piping used in connec tion with air hammers at a Pennsylvania steel mill. When the air line broke, an air receiver toppled over on a workman with fatal results.-- The Locomotive. and weighing approximately 10 tons. This is thought to be the tallest pre-fabricated steel stack ever erected? The stack is anchored to the floor and roof of the boiler house, which reduces its outside height to 83 feet. A portable tractor-powered crane of all-welded design was built to lift and place this stack and for other heavy duty. To erect this stack, a feat which was performed in 30 minutes, the crane was equipped with an 84-foot boom. It is reversible, however, the bcom becoming a tongue and the 22-foot tongue a boom, v/hich gives it a 40-tun capacity. A H ^w eM etil S tfa e S k E r e e t e d in building a plant to heat its factory at Peoria, 111., R. G. Le Tourneau, Inc., manufacturers of heavy grad ing equipment, were confronted with the problem of constructing and erecting a smokestack tall enough to carry the smoke clear. Inside the plant, J^-inch plate was pre-fabricated into an all-welded stack 104 feet high, 57 inches in diameter erilv ed l fr iM M aiK M ifaii't.iiirliiig Manufacturing is the largest industrial source of the national income, generally contributing 20 percent to 25 percent of the total, according to a study just published by the National Industrial Conference Board. In 1935, the board estimates receipts from manufacturing in sal aries, wages, dividends, interest, and other payments at $12 billion. The Conference Board's study makes available for the first time estimates of income from manufacturing in each of the individual states. Other studies will be ready shortly giving income by states. Income from manufacturing was a little over $18 bil lion in 1929, but dropped rapidly with the advent of the depression and in 1932 and 1933 was less than $8.5 bil lion. From this low point it has risen steadily. Pre liminary indications are that a substantial gain will lierecorded for 1936. Approximately three-fourths of the total income from manufacturing, the Conference Board points out. is received in the northeastern section of the United States. Of the total estimated income for- 1935, the Middle Atlantic states received 34 percent, the East North Central states 30 percent, and the New England states 11.5 percent. New York alone received $ 2 , 0 1 4 m i l l i o n , or 17 percent of the total. Pennsylvania, the second largest manufacturing state, receive.! an estimated SE 352 million, or nearlv 12 percent of the total. Salaries and wages are bv far the largest single t\ pc of income contributed by manufacturing industry and account for 80 percent to 85 percent: of the total. Di vidends. the second largest type of payment, account rot12 percent to 15 percent of the total. The remaining 4 percent or 5 percent of income from manufacturing is made up of entrepreneurial income, interest, and net rent. Haurtutg; all-welidwi stack mfco Iti*w lLlltnut?- unit B w i i i m t i r f f l Metal & Thermit Corporation, 120 Broadway, New York, announces an addition to its litre of Murex heavy coated electrodes for arc-welding. The new electrode, known as Murex Type X, is de signed for bridging gaps where fit-up between plates is poor and, in the smaller sizes, may be used on vertical and overhead work, or to make rapid, single {Kiss welds on light-gage materials. The physical properties of the metal deposited by this electrode are said to range from 74,000 to 84,000 pounds per square inch in tensile strength, with 26 percent to 24 percent ductility. Ihe new electrode is also said to work equally well with either direct current or alternating current and may be used either with straight or reversed polarity. AppHtostltfiiMi twtf w ife iraiiiii* t o The action of a vessel under external pressure is dif ferent, in many respects, from its action under internal pressure. A vessel under internal pressure, is, for the most part, under tensile stress and it tends to change to a shape of greater strength. That is to say, a cyl indrical vessel under internal pressure tends to take the shape of a sphere and would do so if the material were sufficiently ductile. On the other hand, a vessel under external pressure tends to change to a weaker shape. As the change in shape occurs, its resistance to such change is very much reduced and failure takes place rapidly at a pressure even less than the vessel could safely with stand in its original form. The action of vessels under either internal or external pressure may be compared to the action of test speci mens of steel under tensile stress or under compression. The material in the shell of a vessel under internal pres sure acts in the same manner as a specimen under ten ths. 1 sioit. A vessel under external pressure acts in a manner quite similar to a specimen under compression. This comparison of the effect of external pressure may be carried a little further by considering the action of long and short specimens under compression. Specimens in which the thickness or diameter is small as compared with the length will, under compression, tend to bend easily. Some bending may take place before the stresses reach the yield point or elastic limit of the material. If, when a certain amount of deflection has occurred, and before the yield point of the material is reached, the load is removed, the specimen will return or spring back to its original condition. However,, when the specimen bends, it immediately loses strength, it very soon passes the yield point and, because of the change in shape, the continued applica tion of the load will cause it to fail. Specimens which have a large thickness or diameter as compared to their length will not bend under a compressive load but will upset or change shape by increasing in diameter or cross section. A specimen in which the thickness or diameter is small as compared with the length is said to fail by "instabil ity." On the other hand, a specimen that has a large diameter as compared with the length is said to fail bv "viekling." Pressure vessels under external pressure may fail in either of these ways. The ratio of plate thickness to diameter and also the ratio of the length of cylinder to diameter are very im portant in the analysis of vessels subject to external pressure and will be extensively used in this discussion. Vessels with walls that are relative!/ thin as com pared to the shell diameter change shape readily under external pressure and, by such action, become weaker and deflect still further from the original shape. How ever, until actual permanent change in shape takes place the stresses in the material do not reach the yield point. Such vessels are said to fail by instability. Other vessels which have walls that are relatively thick as compared with the shell diameter do not fail until the stresses in the material reach the yield point. They then start to deflect and thus become progressively weaker. The yield strength of a short thick column is easy to calculate, it being simply a matter of dividing the load by the cross sectional area of the specimen. It is also easy to cal culate the strength of a vessel that will fail by yielding, as the computation is the same as that used for vessels under internal pressure. However, just as the strength of a slender column depends upon its length and its crosssectional dimensions, so also does the strength of a ves sel, that has a thickness small in comparison with its diameter, depend upon its length, thickness, diameter, and, of course, upon the physical properties of the material. In a cylindrical vessel under extern;:.! pressure, the heads, by maintaining the circular shape of the vessel at its ends, tend also to strengthen the entire structure. Therefore, the distance between the heads, or supportingrings, of a vessel enters into the determination of its strength. On the other hand, when the length of a vessel reaches a certain point the heads no longer help support tile middle portion, so that the collapsing pressure re mains unchanged for any further increase in length. The calculation of vessels under external pressure in volves some very complex mathematics. The new rules for external pressures in the Unfired Pressure Vessel w A bstract of paper presented a t th e tenth annual m eeting of the N ational B oard of Boiler and P ressu re Vessel Inspectors. A ssistant chief engineer. Boiler D ivision, H artfo rd Steam Boiler inspection and Insurance Company. 333 334 Boiler Maker and Piare Fabricator L e n g th Betw een Heads or S t if f e n in g Rings-5- Outside D ia m e t e r - L / O Fig. 2 Code of the American Society of Mechanical Engineers relate only to vessels of the three general types shown in Fig'. 1 and only when the}' are built of ordinary boiler steel or material having practically the same physical properties. The vessel (A ) in Fig. 1 will be recognized as a plain cylindrical vessel which might he used as a vacuum tank, the external pressure being onlv that of the atmosphere. ( B ) Fig. 1, represents the typical, cylindrical, jacketed vessel or autoclave. (C) Fig. 1 is a type of vessel, ex tensively used, of which a fat nielter in the packing in dustry is typical. It has been found by experiment that vessels having the same ratios of length to diameter and of thickness to diameter will collapse at the same pres sure. For instance, two vessels, one of which is 100 inches diameter, 200 feet long, of 1-inch plate, the other SO inches diameter, 100 feet long and Id-inch plate have the same collapsing pressure, the t/D and L /D in each case being 0.01 and 2 respectively. Because of the fact that the thickness, diameter and length of a vessel all enter into the computation for its strength, and in a very involved manner, it has been found convenient to refer to the t/D and L /D ratios rather than the actual values of thickness, diameter and length. Furthermore, since the mathematics involved in making calculations are very complex, charts have been devised to make easier the solution of any given problem. The chart applying to cylindrical vessels of the three types shown in Fig. 1, when constructed of ordinary boiler steel or similar material, is given in Fig. 2. The extreme right-hand side of tins chart applies to those vessels which have a great length as compared to the diameter. That is to say. the L /D ratio is high and m such vessels the ends do not give anv support to the middle section. Therefore, the collapsing pressure oi the safe working pressure is independent of their length. The middle section of the chart where the lines are diag onal represents those vessels in which the strength <s affected by the length. It will be noted that as the ratio of length to diameter decreases, the working pressure increases. At the left-hand side of the chart the lines again be come horizontal. This section represents those vessels that fail because of yielding of the material irrespective of the strength afforded by the heads or supporting rings. That is to say, as a design is shortened in length, a point is reached where failure will occur in the same way as a short column, , Just as with a short column!, w he the December. !936 333 strength remains the same regardless of its length, the design of a cylindrical vessel reaches a point where fail ure will occur by yielding and the collapsing pressure or safe working pressure is not changed by designing a shorter vessel. Just for a moment, take a vessel which has a length twice as great as its diameter. With a given thickness and a given diameter that vessel at t/D ratio 0.8 would have an allowable pressure of 45 pounds. If that vessel were twice as long, in other words the length were 4 times the diameter and the L /D ratio up to the 0.8 line, we would find the allowable pressure is 22 pounds. When we make the vessel longer the heads do not give the same support as they did when they were closer together, and therefore there is a lower safe working pressure on those vessels. So that you see the length and the diam eter length ratio of a vessel under external pressure are very important whereas they have no bearing on a vessel under internal pressure. In the calculation of a vessel under external pressure, the length may be taken as the difference between any two points where the support is sufficient adequately to hold the vessel in circular form. The heads on a vessel whether flat, d i s h e d , or hemispherical, are considered to be adequate supports of this nature. For heads that are riveted to the shell, the length of the vessel may be taken as the distance between the head seams. In the case of heads butt welded to the shell, the length should be taken as the distance between the points where the curva ture of the heads begin. Supporting rings may be attached to vessels under ex ternal pressure and, provided they are of adequate strength, the length L mav be taken as the distance between such supports. The method for determining whether r i n g supports are adequate will be discussed- later. To illustrate the distance that is to be taken as L in the application of this chart, a few typical constructions are shown in Fig. 3. In the lower left-hand sketch of this figure, several designs of re inforcing rings, and possible methods of attachment are shown. Although the rules given in the A.SALE. Code for ves sels subjected to external pressure are primarily in tended for the guidance of designers these rules may also be used to determine whether a vessel already in use has been properly designed and whether it is adequate for the pressure to which it is subjected. The simplest illustration of a vessel under external pres sure is a vacuum tank. As a typical case, assume a tank of riveted construction, with butt type longitudinal joints, a diameter of 5 feet, a length of 20 feet between the heal seams and a thick ness of the shell plate of J/j. inch. In this vessel the L /D ratio is 21/5 or 4. The t/D ratio is 0.5/60 or 0.00833. Carefully note that both the 4 0 5 0 60 70 80 90 100 gS Outside D ia m e te r. Inch es Fig. 4 50 I7S 200 Fig. 5 336 Boiler Maker arid Plate fabriciior numerator and the denominator of these ratios must be given in the same units of measurements, that is, both must be in inches or both in feet. Referring to the chart, Fig. 2, find the vertical line marked "4" representing the L /D ratio of that amount. Follow vertically on this line to the line representing a i/D ratio of 0.00833. While there is actually no such line, there is one for 0.008 and one for 0.009, so that the line for 0.00833 would be about one-third the distance be tween the two or approximately at 25 pounds, and the vessel would be adapted to that pressure. It is evident, therefore, that the vessel is entirely satisfactory for use as a vacuum vessel which is subjected to only 15 pounds external pressure. The question may be asked how thin a vessel 5 feet in diameter and 20 feet in length, may be and still be satisfactory for use as a vacuum tank. At the bottom of the chart find the horizontal line for 15 pounds pressure and note that the vertical line for L /D crosses this 15 pound line a short distance to the left of the i/D Sine for 0.007. Estimating the distance between the t/D line 0.006 and that for 0.007 it will be found that the L /D line 4 crosses the 15-pound line at a i/D value of 0.0069, In other words, the vessel in question should have a t/D ratio of 0.0069. If the ratio of t/D is 0.0069 then the thickness will be that ratio multiplied by the diameter. In other words, if t/D -- 0.0069 then t ~ 0.0069 X D and since D is 60 inches t -- 0.0069 X 60 = 0.414 inch As a second illustrative example, consider a jacketed autoclave, as shown at the upper right corner of Fig. 3. with a diameter of 45 inches, a length of 36 inches, and a thickness of % 8 inch or 0.4375 inch. The desired v/orking pressure is 140 pounds per square inch, but it is not certain that the thickness is sufficient. In this case the L /D ratio is 36/45 or 0.8, and the t/D ratio is 0.4375/45 or 0.0097. Following up the vertical line 0.8. to a point were a line for a t / l > ratio of 0.0097 might he drawn, it will he found that the allowable pressure would he only slightly more than 100 pounds. Continuing up the line 0.8 to the 140- pound line, it will he found that the required t / D value is approximately 0.0135. Since the diameter is 45 inches, the required thickness should he 45 X 0.0135 or 0.608 inch thus showing that the original thickness of Via was not sufficient. It has been stated previously that if supporting rings attached to vessels are of adequate strength the length L may be taken as the distance be tween such rings. The question arises as to just what constitutes adequate strength. It will be recognized that the required size of support ing rings depends upon the outside diameter of the ves sel, the length between the stiffening rings, and the work ing pressure. The size of such rings may he determined by the application or a theoretical formula relating to the buckling of circular rings under uniform external pres sure. However, this formula is somewhat difficult to use and it seems best, both for the purpose of clarification of the m a tte r a n d for readiness of application of the code, to obtain the required size of such rings from a chart which is shown in Fig. 4. In applying this chart from a design standpoint, the product of the. length, in inches between the centers of the stiffening rings and the working pressure is calcu lated and the line representing this product is located on the side of the chart. Follow horizontally along this line until the vertical line representing the outside diameter of The- veac<=4 w, -- - * ' * of these horizontal and vertical lines there will be found the value for the required moment of inertia of the stif fening rings. For the purpose of illustration, consider the vacuum vessel 5 feet in diameter and 20 feet long that has been mentioned previously. That vessel had an L /D ratio of 4 and it was found that the required thick ness would be 0.414 inch. Suppose that it were decided to use a single stiffening ring in the middle of the vessel with the idea that the thickness of the shell might be decreased. If such construction were used, the L /D ratio would be 2, the t/D ratio would be 0.00525, and the required thickness of the shell ,vould be 0.315 inch. For this construction, the L, or the length between the head and the ring, would he 10 feet, or 120 inches. The working pressure is 15 pounds so that the product of these two is 1800. Locating this value or. the chart for stiffening rings and following the line horizontally to a diameter of 60 inches, it will be found tha: a moment of inertia of 2.5 is required. By reference to structural steel tables it can be seen that an angle 3/4 inches by inch thick would Ire satisfactory if the 3-inch leg were attached to the shell. Of course any other shape having a moment of inertia of 2.5 would he satisfactory. For instance, a rectangular bar of iron 2/g inches by 2/4 inches would meet the requirement. Instead of one ring two or even more could be used and it would be found that for this particular vessel every increase in the number of rings would result in a thinner plate and a smaller size of stiffening ring. The limit to such construction would be an economical one and con sideration would have to be given to the relative cost of additional rings and the expense of attaching them as compared to the cost of the vessel without rings or with a small number of rings. While the above discussion has been from the stand point of design, the same principies can readily be applied, to the determination of the sale working pressure for a given vessel. In making such a determination it is well to first determine to what pressure a vessel wmitd be limited bv the size and spacing of the rings attached to it. If those rings are found adequan- tur the desired p r e stir. then the question of whether the -bell plate m the vessel i- of sufficient thickness i civ be investigated. Supporting rings mav be either internal or external. It will be apparent that when hiem al rings are u s e d , it is sufficient merelv to secure tin rings in place so that thev will not move, in the c a s e of outside rings it is necessary to provide sufficient rivets or a sufficient amount of welding to adequately secure the rings to the shell. The size and spacing of such rivets ami the minimum amount of welding arc given in the code. In developing methods for the calculation or design of cvlindrical vessels under external pressure, it lias been assumed that such vessels are truly cylindrical, and it will readilv he appreciated that out-of-roundness of such' vessels decreases their resistance to collapse. On the other hand, some degree of ou:-ot-roundness must he permitted since it is practically impossible to construct jg.vessel that is truly cylindrical. The decrease in strpWgth by the out-of-roundness that is permitted is taken into consideration in th e fa c to r of safety required. The effect of out-of-roundness on decreasing the re sistance of a vessel to collapse depends on both- the L/D and t/D ratios and it, therefore, is impossible to give the permissible tolerance as a fraction of the diameter or of the thickness of the vessel. \\ hile formulae have been developed for determination of the permissible tol erance, they are rather complex and, again for simpli fication of the problem, a chart has; been made as shown in Fig. 5. (L /D of 4, t/D of 0.0069, and t of 0.414) it will be found from Fig, S that an eccentricity of 0.9 times the thickness would be permitted. Since the thickness of shell is 0.414 the permissible out-of-roundness is 0.372 or approximately inch. The degree of eccentricity is the difference between the maximum and minimum diameters of the vessel and should be measured at several points. In the case of vessels with lap-seam construction, the amount of ec centricity may be the value obtained from the chart plus the plate thickness. Whereas this provision permits a greater degree of eccentricity in vessels of lap construc tion. on the other hand such vessels are permitted only one-hall the pressure that would be allowed on a vessel of butt-seam construction. Still another point to which consideration must be given in connection with cylindrical vessels under ex ternal pressure is the manner in which they are sup ported, which should, in all cases, be such that no con centrated loads are imposed on the shell. In the case of horizontal vessels they should be supjrorted at the heads or from the reinforcing rings, if such rings are used. If no supporting rings are provided and if the vessel is of such length that it would sag or be unduly stressed should the only support be at the heads, then intermediate supports should be provided hut these should be m the form of a saddle, the arc of which ex tends over at least one-third of the circumference. On vertical vessels the legs or brackets that might be used should not he attached directly to the shell but to a sub stantial ring which in turn is secured to the shell, thus distributing the load. There are 1792 tubes of 1)6-inch bore welded into and connecting the two tube plates. The calandria section was subjected to a test pressure of 375 pounds per square inch and the upper shell 285 pounds per square inch. All the main seams were X-rayed, and altogether about 1200 X-ray photographs were taken of the welding of the four vessels. T w Boulter S l i o p VtOMfluIs Two devices which assist greatly in connection with boiler works at the Denver, Colo., shops of the Chicago, Burlington & Quincy are shown in the illustrations. The first is a power attachment for cutting off and rolling flues in the front end. This device consists of a revers ible air motor with power attachment and worm-gear drive to a 6-foot cutter bar, this bar being mounted on a 3-inch horizontal steel tube suitable supported by brackets bolted to the boiler front ring. A gear box makes two speeds available for use, dependent upon whether large flues or small tubes are being cut. Reference to the illustration shows that the cutter bar is capable of swing ing vertically or sliding horizontally on the 3-inch hori zontal tube. The machine niav thus be used for cutting an entire set of flues without resetting the supporting bar and brackets. The cutter bar has a telescoping far and universal llmisiigilat B m I M in g ; FHash B # IIer By G. P. Blackull It has just been announced from Moscow that the kolomensk Locomotive Works near that city is shortly to build a new type of flash boiler with condenser, which will consume considerably less fuel than existing locomo tive boilers. The locomotive will he able to travel 7000 miles without having to take water. The new boiler is designed for a pressure of 1400 pounds per square inch. Though only 20 tons heavier than the Russian "IS " locomotive, the new locomotive will he able to develop 4000 horsepower, as against the 2500 horse|X)wer of the "IS" locomotive, with a con sumption of 60 percent less fuel. The Kolomensk Works is at present building an experi mental 600-horsepower locomotive of the new design, and. when this has been thoroughly tested, building will start on the 4003-horsepower locomotive. L arge W elded P ressure V essel Four 50-ion evaporators recently made in the United Kingdom for the new sugar refinery of Tate and Lyle, Lid., at Siivertown, London, are claimed to be the larg est welded pressure vessels ever made to Lloyd's Class 1 code. These vessels, which have been made by G. A. H ar vey and Co.. Ltd., are 26 feet 9 inches high and 11 feet in internal diameter. They are designed for a working pressure of 250 pounds per square inch on the shell. Each consists of two shells, both 10 feet 4 indies high, and a domed top and bottom. The bottom shell, known as the calnndria section, is fabricated of P%2-inch plate, and lias two tube plates, each in one piece, 1 inch thick. Efficient power attachment for cuffing off an 1 rolling boiler ttabas and flues socket arrangement to accommodate various lengths, de pendent upon the angle of cutter bar adjustment neces sary for any particular tube or flue. Only one knuckle joint is necessary with this arrangement, and in view of the rigidity of the drive, very satisfactory work is performed and a longer life assured for the cutters. The safety factor is also important, as the machine is strongly made and designed so as to present little opportunity for personal injuries. The rubber hose connection to the air motor and conveniently accessible control levers re quired for one-man operation. The device shown in the second illustration is .an unusually compact and effective arrangement for counter sinking the rivet holes in flue sheets. This consists of luuiumuuuuimuuuuimUUUUlUlUUUj outside diameter and made of steel plate 3.15 indies thick, electrically welded by the shielded-are process with equipment supplied by The Lincoln Electric Company, Cleveland. Welded construction of the barrel eliminated a large amount of calking of seams which was necessary with the former method of construction employing riveting. The two longitudinal welds of the barrel were hammer tested at 575 pounds and leak tested at 700 pounds hy drostatic pressure, revealing high quality leak-prool seams. The welding was done with "Fleetvvdd 6" electrodes. W e ld in g U sed In O d d F a b r i c a t i n g Jf#i teSy lliandlled device for couwfei'banfig; riveli hole# im flme slvtKafcs This hom-shaped structure, spreading out rum 8 inches diameter at the bottom to 8 feet at the top, was once a single flat piece of % tt-inch ingot iron. The structure is still a single piece of metal--only the shape it steel frame to which is attached an angle motor for operating the countersink and a small cylinder and airoperated plunger which backs up the countersink and provides the necessary feed. A convenient handle is welded to the frame for greater ease in adjustment of the device and the air line to the cylinder is installed and connected so that when air is applied to operate the motor, pressure in the cylinder pulls the countersink into the rivet hole. The overall length of this device is approxi-. lately 24 inches. The cylinder has a 4-inch bore and 3J4inch stroke. The air line is made of Li-inch steel pipe and the air pressure used is that of the shop line, or about 100 pounds per square inch. E . ie im iilv lH c u l l e r BiniM; w ith W e ld e d Harrell What is thought to be the first high-pressure boiler ever made with welded barrel and dome, under U-68 ( a s s t ) rules of the A.SALE. Code for fusion welded vessels, was recently completed by Farrar and Trefts, Inc., Buffalo, N. Y. The new boiler is of locomotive type and is for use in oil fields. The barrel is 16 feet 6 inches long, 62)4 inches Welded funnel outlet for sewage disposai is different. It was made by cutting out 26 pieces, then fusing them all together into one integral unit hv the shielded-arc process of electric welding. The struc ture is now being used as an outlet fitting for the cone of a clarifying tank in sewage disposa work. It was fabricated by the Parrel Manufacturing Company. Jo liet, 111. IFoiki'teabug, weitfei!.fencanetthi typm oil.. fcow A ito m tle C ity to l a w # M1CW M etal! ill The 1937 Metal Congress and Exposition will he held October 18 to 22, in the Atlantic Citv Auditorium, ac cording to an announcement made recently by W. H. Eisenman, managing director of this annual metal show and national secretary ox the American Society for Met als, after a meeting of the Society's board of trustees in Cleveland. - ui Plate Development -- X Lmynmiiiit *$ a S m A e fs te c is . M lre e cM u g A reader has requested that a method of developing the smokestack breeching as illustrated in Fig. 158 be given in connection with the Practical Plate Development series. The smokestack breeching illustrated in Fig. 158 is of ihe conventional type, with a round top and a wash-boiler section where it joins the boiler. For convenience in lay ing out the breeching, all lines have been taken on the neutral axis of the plate and all joints are assumed to be welded, no allowance being made for lap joints. The breeching to he developed is shown in Fig. 159, the elevation; Fig. 160. the plan, and Fig. 161. the end view. The elevation and plan are readily constructed from the illustration in Fig. 158. The connection be tween tlie breeching and the boiler in the end view. Fig. lbl, must he obtained bv projection from Figs. 159 and 1OU. as f<>11<>ws : Divide the semicircle E'-G'-F' of the plan. lug. 160. into am number of equal parts, the greater the number of equal parts taken, the more accurate the final develop ment. In this case ten were taken and the points num bered from 1 to 11 as shown. Then parallel to the center line M -X, draw lines through the points 1 to 11, extend ing same down into the elevation. Fig. 159, cutting the arc K-B and locating the points 1' to 11'. Next draw lines parallel to the center line T-U through the points 1' to IP . Fig. 159, extending these lines into the end view, Fig. 161. In the end view, Fig. 161, on the center line R-S construct the profile, Fig. 162, of the semicircular end of the wash boiler section and divide this section end into the same number of equal parts as was taken in the plan view. Number these points from 1 to 11, corresponding to the same points in the plan view, Fig. 160. Then parallel to the center line R-S, draw a line through the point 1 of the profile, Fig. 162, and extend the line into the end view, cutting the line drawn from the point 1' of the elevation. The point 1" in the end view. Fig. 161, is thus located, and in like manner, draw a line through the point 2 of the profile, Fig. 162, and extend it into the end view cutting the line drawn from the point 2' of the elevation thereby locating the point 2" in the end view, Fig. 361. Continue to use this method and locale the points 3" to 11" of the end view. Connect the points 1" to 11" with a line completing the end view. Fig. 161. In examining the plan view, it will he noticed that the center line M -N divides the breeching into two sym metrical halves and. therefore, a development of one half of the plan view will be all that is necessary; a duplicate of this development will complete the layout of the breeching. Divide the semicircle H '- D '- J Fig. 160, into the same number ni equal parts as were taken for the sem icircular end of the wash-boiler section E'-B'-F' and number these points from a to k as shown. Parallel to the center line 3/-A'. draw lines through the points a to k extending them into the elevation. Fig. 159, cutting the line C-D. Number the intersections from a' to k'. Connect the points a to k' with the points 1' to 11' in the elevation, Hy J4L M am & m Fig. 159, by means of dotted and solid lines as shown. These lines will be the surface lines of the object, and in order to develop the pattern further, their true lengths must be found. Divide the arc K-E of the elevation into any number of equal parts, four being taken in this case and numbered from m to and from F to u as shown. Connect the points m to E and F to a with the joint H in the elevation. These lines will be the surface lines of the triangular sections H-E-G and ]-b-K. Next, parallel to the center line M -X. draw lines through the points m to C and / to u extending same into the plan and cutting the lines G'-E' anil A '-'. Number these intersections on G'-E', m'-n'-o'-p' and on K '-F ', 11'. f', s', r as shown. Connect the points m ', o'. />', E' with the point H' and the points u', i', s', r', F' with the point J ' in the plan, Fig. 160. The next step is to obtain the true length of all the solid and dotted surface lines as drawn on the 'elevation, Fig. 159. and to accomplish this, it will be necessary to construct a series of right angle triangles. M> i S f # r Mtm<fl#i*rs5 t o lLifuy #iuiti The correct solutioa of Problem Wo. 15 will foe jmblUhwi hi fta February tesue Seiler Makar and Plate Fabricator Construction of R ight A ngle T riangles In constructing the right angle triangles in order to obtain the true lengths of the solid surface lines of the triangular sections H-E-G and J-F-K of the elevation , draw any line as x~\\ Fig. 163, and at to erect a perpen dicular to it. From sx*on the base line, step off the dis tance li'-m equal to a-m of the plan and from tv on the perpendicular step off the distance tc-a' equal to a'-m of the elevation. Connect the points a'-m, Fig. 163. This line will be the true length of the surface line a'-m of the elevation, Fig. 159. In like manner, from w on the base line, step off the distance w-n equal to a-tt of the plan, Fig. 160, and from w on the perpendicular, step off the distance w-a! equal to the vertical distance between the point n and the line C-D of the elevation. Connect this point a with point n, the line a being the true length of the surface line a-n of the elevation. Continue in this manner, taking the bases of the triangles tc-o. ~n'-f> equal to a-o' and a-p' of the plan and w-s, w-t, w-u equal to k-u', k-t', k-s', k-r of the plan. This will also make the altitudes w-a' and w-k' equal to the vertical dis tances between the points o, p, r, s, t, u and the line C-D of the elevation, completing- the solid surface lines of the triangular sections. .C C umui annidi K l i f i t i l c a l l K a t o r a e e t l a a Froble Wo. 14 dippusansd page 242 of Iho September issue. The (orrect solution is published herewith in order to give our readers who Stave developed the problem mu opportunity to check their work The true lengths of the solid surface lines of the semi circular ends must be obtained next. Draw any line as x.r-yr, Fig. 164, and at ww erect a perpendicular to it. From %vw on the base line, step off the distance ww-C equal to f-6 of tiie plan, Fig. 160, and from ww on the perpendicular, step off the distance w w -f equal to the vertical distance between the point & and the line C-D of the elevation, Fig. 159. Connect the points 6 '-f, Fig. 164, with a line, which will be the true length of the solid surface line f- 6 1of the elevation, Fig. 159. Continue in same manner, making the bases of the triangles equal to the distances e-5, d-4, c-3, b-2, <#-l, g-7, h-8, 4-9, flO , k -ll of the plan and the altitudes of the triangles equal to the vertical distance between the line C-D and the points S', 4', 3', 2', 1', 7', 8', 9', 10', 11', respectively. Then connect the points as shown in Fig. 164, completing the right angle triangles for the solid surface lines. The true lengths of the dotted surface lines are ob tained in the same manner and are shown in Fig. 165. The bases of the right angle triangles are made equal to /-5, e-4, 4-3, c-2, b-l, j-7, g-8, h-9, CIO, f l l of the plan, Fig. 160, and their respective altitudes are made equal to the vertical distance between the line C-D and the points 5', 4', 3', 2', T, 7 \ 8', 9', 10', 11', of the elevation, Fig. 159. Connect the points f - 5', F-4', d'-3', c'~2', b'-V, f - T , {/-&, iiD ', 7-10', f - 11' with dotted lines and these lines will be the true lengths of their corresponding dotted surface lines in the elevation. D ev elo pm ent of O p e n in g i n B oiler Draw any line as X -Y , Fig. 166, and at O' erect a perpendicular to i t On the perpendicular, step off O'-CX and 0 '-K equal to O-G' and O-K' of the plan view, Fig. 160. Through G and K draw lines parallel to X-F. On these lines, step off G-E equal to G'-E' and K c-F equal to K '-F' of the plan view, Fig, 160. Draw the line E~F, Fig. 166, and from E-F on the line X -F step off the distances l'-2', 2'-3', 3'-4', 4'-5's 5'-6' equal to the distances T-2', 2'-3', 3'-4', 4'-5', 5'-6' in the elevation, Fig. 159. Then parallel to E-F, draw lines through the points 1', 2', 3', 4', 5', and 6', extending them on both sides of the line X -Y , At the point Z on A'-F, draw the profile, Fig. 167, of the semicircular end of the wash-boiler section and divide it into the same number of parts as was taken in the plan view, Fig. 160. Number these points from 1 to 11, corresponding to the same points in the plan. Then through the points 1 and 11, Fig. 167, draw lines parallel to the center line X -Y , extending same into Fig. 166 and cutting the line drawn through point 1', Fig. 166, thereby locating the points 1 and 11. In the same manner, through the points 2 and 10, Fig. 167, draw lines parallel to the center line X -F and extend these lines into Fig. 166 cutting the line drawn through the point 2' and locating the points 2 and 10, Fig. 166 Similarly, locate the points 3 and 9, 4 and 8, 5 and 7, and 6. Connect the points C"l to 6 to 11 to K with a line, which will complete the development of the opening in the boiler. D evelopment of th e P attern Draw any line as in Fig. 168 and on it step off the distance /-6 equal to f - 6 ', Fig. 164. With 6 as a cen ter and with the dividers set equal to 6<'-7, Fig. 166, scribe an arc. Then with f as a center and with the 342 ' Bo-iier Maker end - Piste Fabricator trams set equal to f~ 7 \ Fig. 165, scribe a second arc, cutting the arc just drawn and locating the point 7, Fig. 168. With f as a center and with dividers set equal to f~g, Fig. 160, scribe an arc, then with 7 as a center and with the trams set equal to 7'~g', Fig. 164, scribe an other arc, cutting the arc just drawn and locating the point g, Fig. 168. Continue in this manner, making 7-80, 8-9, 9-10, 10-11 equal to their corresponding dis tances in Fig. 166 and making g-8, h-9a, i-10, y-ll equal to g'~8', ti-9', '-10', /-11', Fig. 165, and 8-/t, 9-t, 10-j, I V -k equal to 8'-h', 9V ', 10'-/, ll'-ft', Fig. 164-, and g-h, h-i, i-j, j-k equal to g-h, h-i, i-j and j-k, Fig. 160, completing the pattern to the line -11. With 11 as a center and with the dividers set equal to fl'-r, Fig. 159, scribe an arc, and with k as a center and with the trams set equal to k'-r, Fig. 163, scribe an arc, cutting the arc just drawn, locating the point r , Fig. 168. Continue in the same manner, making r'-s'. s'-t', t'-u' equal to r-s, s-t, t-u, Fig. 159, and k-s', k-t', k-u equal to k'-s, k'-t, k'-u, Fig. 164, completing the pattern to the line k-u. From the line c - f develop the opposite side of the pattern in the same manner, completing the half pattern of the breeching. A duplicate of this pattern will cornplete the full pattern of the breeching as shown in Fig. 158. right-side wall was blown out entirely, leaving no sup port under that side of the boiler, as tire boilers were set on brickwork instead of being supported from the beams. This caused an excessive strain on the main steam pipe which held the boiler in place. Fortunately, there was no water in the boiler at the time, for that added weight would probably have caused the piping to break and the boiler to fall. The Locomotive. CifflurtinttiiiDins Bui all lire C ii4rttl W e l d e r A new line of single operator arc welders has recently been made available by The Lincoln Electric Company, Cleveland. These new welders will he known as the "Shield Arc SAE" and will supersede the present type of "Shield Arc'' which have been on the market for the last six years. The predominating feature of this new arc welder is a new method of arc control which makes W e ll T ester A new hydraulic machine for accurately testing the strength of spot welds has been developed and built by the Baldwin-Southwark Corporation, Philadelphia, for the Edward G. Budd Manufacturing Company. This 10,~ OOQ-pound tension testing machine is supplied with a round base for rolling from place to place and a hoist ing hook for moving with a crane. It is a completely self-contained unit having an overall height of 70 inches, an 18-inch diameter steel base, a low center of gravity, and weight oi approximately 800 pounds. An 8-inch precision dial indicates the load. Fluid under pressure is pumped bv a gear pump situated in the base of the machine. This pump is direct-connected to a- J/j-horsepower motor. A specially designed type of self-alining, lexer-operated, renewable file-face grips is used. These grips are so designed that hard, sharp faces can be quickly installed at a very low cost, being made of short sections of machine cut files. The upper grip is of the open face type, while the lower grip is of the closed type with wide angle entrance. These grips will accommodate offsets in welded specimens from the smallest gage to kj-inch thick without using back ing plates or liners. Specimens up to 1>4 inches wide can be tested. V a l v e ILealk Caw s A leaky stop valve on the pilot light and a leaky plug cock on the main burners of a gas-fired power boiler-- No. 2 of a pair in a California plant--caused a furnace explosion which did $2500 damage to the boiler setting. The escaping gas, which had filled the furnace and flues of the idle boiler, was ignited through cracks in the center brick wall between the two boilers five min utes after the No. 1 burner had been lit. The rear wall was bulged and pushed back about nine inches.. The New continuous S A E dual cotii oi aft-welder possible the adjustment of both arc heat and arc pene tration in a continuous sequence of fine increments. It is claimed this continuous dual control assures absolute uniformity of performance at every control setting and adds greatly to the successful operation of arc welding. These claims are based on the operation of a large num ber of this type welder which have been in actual serv ice in customers' plants for the last year. It is a well-known fact that tor certain t y p e s of arc welding a low voltage with wide range of current con trol is desired. For other types of work a higher vol tage with the same wide range of current is highly de sired. The new welder therefore lerrnits the use of the correct voltage and current for all classes of work in the range of each size of machine. U M iLH SL A tiA lv ltllea How the Pennsylvania, through research and experi mentation. utilizes the advances of science, new inven tions and improved technical processes for the improve ment of its freight and passenger service is tpSd in. a soecial rennrt whtrh 5*-.s at.. '..... -......... .......... UCVCIHW C o m m i t t e e RefUHMrt o n Dmit Conitr#! The report of the preventive engineering committee of the Air Hygiene Foundation, written by Professor Philip Drinker of Harvard, chairman, and other technical spe cialists on the committee, advises that engineers in the "dusty trades" can and should cut heavy dust concentra tions below the present limits warranted by medical knowledge. This action is important, the report explains, not only to further safeguard the health of workmen but to give employers the maximum protection against un just claims. Concerning the size of dust particles, the report nl serves that much has been made of the fact that particles found in autopsied lungs are of the order of 1 micron (/`.toni) of an inch)--about like the common bacteria. It is argued, therefore, that the human anatomy and physiology exercises "some phenomenally accurate size grading which excludes larger particles." The report says ``there is no reason whatever to look for any such mysterious explanation. The sizing is done in the air before the dust is breathed and not by the man after it has been breathed." It i- pointed out that the larger particles tend to fall front the air by their own weight and that "only those small enough to act as part oi the transporting air stream are likelv ever to reach the lungs." "In diseases such as silicosis and asbestosis, particles must reach the alveoli (minute air sacs of the lungs) or no silicosis or asbestosis results. In maladies like hay fever, the harm is done by particles which may be 15-30 microns instead of 1 micron. " Toxic dusts such as lead and manganese are much more likely to produce ill effects if breathed than if swal lowed. The reason for this difference is physiological; it is established and should not be ignored in dust con trol problems. Again, common-sense tells us that the finer particles of lead are vastly more apt to be breathed than the larger. " It follows then that dust control for hygienic reasons should be aimed at the fine rather than the coarse parti cles. Continuing this argument to its logical conclusion, if one could avoid use of 1 micron dusts or less, or ex clude them from the dust which passes a 325-mesh screen, nearly all dust diseases would be eliminated. This is not at all an academic idea, for de-dusting processes are not new and are being applied in many industries. If some of the mechanical ingenuity which is now being applied unthinkingly to creating 1 microti dust were directed to ways for avoiding it, probably it would he discovered that dusts which are too large to he breathed would serve main' processes just as well as those which are around 1 micron in size." The report includes a table giving latest available in formation on the minimum air velocities necessary in certain industries to insure the maintenance of dust con centrations at safe levels. The preventive engineering committee asserts that many firms have neglected heavy dust concentrations in cases where the dust is of no proven harm, and adds: "There is no satisfactory medical answer at present to this question, but the engineer is making a had mistake if he lets men breathe heavy dust concentrations of any material. If no other reason for dust control can be found, then one should read transcripts of some of the recent suits at common law in which fantastic damages for alleged silicosis were granted to men who breathed dust containing little or no silica. The courts and-com pensation boards are not impressed with subtle distinc tions between dusts with 10 percent and 40 oercent quartz, especially when medical experts are reluctant to make definite statements as to the comparative signifi cance of such differences. "It would he well to realize that men working in dustv trades suffer far more from respiratory troubles of ail kinds than do men who work in clean air. The evidence that excessive dustiness of any kind is harmful is beyond argument." The committee attributes the handicap in this general field to the lack of fundamental data and recommends a number of specific engineering researches for the Foun dation to undertake in the coming vear. IleptiMliill; Agupwliaifi S p w la i MeprmsiMtfamiwe William Hogenson has l>een named special representa tive on Toncan Iron enameling stock, according to an an nouncement by F. H. Ramage. manager of sales promo tion. Republic Steel Corporation. His work will be in conjunction with that department under the new Product Development Division. Mr. Hogenson comes to Repub lic with a background of technical and business training gained at the universities of Michigan and Chicago, and a close association with the enameling industry through his most recent connection, Chicago Vitreous Fnamel Products Company. iiwu$iinie<f"riiJHg2; lEKperimm^iniilis'lllwilllltetiLiitiiis The Engineering Experimental Station of the Uni versity of Illinois has issued recently a series of bulletins dealing with a variety of engineering problems. Bul letin No. 283. written by Frederick G. Straub, deals with "A Study of the Reactions of Various Inorganic and Organic Salts in Preventing Scale in Steam Boilers." Bulletin No. 284, dealing with "Oxidation and Loss of Weight of Clay Bodies during Firing." was written by William R. Morgan. Bulletin No. 285, "Possible Re covery of Coal from Waste at Illinois Mines." was written by Cloyde M. Smith and David R. Mitchell. Bulletin No. 286, by Hardy Cross, discusses and de scribes an "Analysis of Flow in Networks of Conduits or Conductors." Copies of these publications rnav he obtained without charge upon application to the Engi neering Experimental Station. Urbatta, 111., up to March 1, 1937, or until the supply is exhausted. M y e r s Apiicilinitl M e w M arnag r of IPr'MMtiiktiM M. J. Czarniecki, vice-president in charge of sales, A. M. Bvers Company, Pittsburgh, announces the follow ing appointments that were made effective November 2, 1936: George B. Cushing as manager of sales promotion. Mr. Cushing came with A. M. Byers Company in 1928 to organize and head the present advertising department. Subsequently in 1931 he organized a technical promotion group now known as the Engineering Service Depart ment. B. D. Landes, who has been in the teclnvcal group since its inception, has been appointed manager of the Engineering Service Department. T. C. Winans. who has been in the advertising depart ment since 1930, has been appointed advertising man ager. Both the manager of the engineering service depart ment and the advertising manager become a part of the HiSIr M nV&er a iiif P la te F a b rica to r VOLUME X X X V I Reir. U . S. P a t Off. N U M B E R 12 jlpM-RLKSUED M onthly by ther Simmoru-BoardEnari Bubiiahirur (krii(may 1309 NohJei SU'eet. Fhilaflelnhia, Pa.. with Editorial and Executive O ffice at $0 Church New York C ity, wad 105 W. Adam Street, (Chicago IU. Wuuitiu&Um. D. G.'. &32 National Plt^y Ruikim#. Glev4i*CH&: Terminal Tower. Rium iel O . D u n n , C h airm an of B>ard, H enry Lee, P reaid eu t, G. ft, MiUa, VioeP reH idont Lur-iim B. Sluirm ait, \ ioa-lV esident, B oy V W rig h t, V ice-P m iideQ t and Swcretftrv, F. H. Thom pson- \ ico-iV esH eiit, E. T . H owaou, V ice-President. F . C . ICoch, viod-Pres&ident. J o h n T . D e M o tt, T re asu re r, S u L w rip tio u guioa its U nited S ta te s a n d jpoHH*jBionii. 1 y&ar, $2.00, 2 yearn, $ 3.00; Cuiauffa, 1 yemr, $2.00, 2 yearn, $3.00; foreign co u n trio s, 1 yeiar $3.00, 2 yearns, $5.00. Single copies, 35 centu each. R eq u e st fo r ch a n g e of address should reach u on o r b efo re th e lo th o f th e m o u th preceding th e issue w ith w hich i t in to go in to effect. I t its difficu lt an d o fte n im- poniiiibie, to su p p ly hack num ber* to roojace tho*a u n d eliv ered th ro u g h failu re to u^nd advance notice In sending us change of ple^rne lie su re to send u se y o u r o ld ad d ress ua wt^ll ub th e new one. A ddress H . E. M cC an d let , circ u la tion m anager, 30 Church Street. New York. N. Y B O IL E R M A K E R A N D P L A T E F A B R IC A T O R is a m em ber of th a Aituoaatad Busmens P apers, Inc. (A. B. P ,). and th e A udit B ureau o f C ircu latio n , (A. B. G.) E D IT O R IA L ST A FF: H. H. Brown. Editor. L S. B lodgett, M anaging E ditor. H. W . M ucD onald, Associate E ditor. B U SIN ESS M ANAGER: W arner Lum bard. been definitely successful, the use of electric welding- In the manufacture of heavy machinery can be increased many fold. As a first step therefore, the program will concentrate on the converting of cast parts to welded steel in machinery construction. H. S. Card, formerly editor of (he Welding Engineer, has been appointed development director of the weld ing section and will be in charge of the Pittsburgh office. MS. 1L 'M a t iM s s s M u m M e ii- r f a iw il T h e r m i l t C w r p u r a tflu itii a * lli fe se * r e iii Ik tigln iiietM " The Metal & Thermit Corporation, 120 Broad wav, New York, announces that D. L. Mathias joined its stall on November 2 in the capacity of research engineer, l i is the inventor of a number of types of welding elec trodes and processes; and at the Metal and Thermit Cor poration will be in charge of electrode research and de velopment. T rad IPuiM Ieataiiiis C i m i t e l i it EDITORIAL COMMENT GENERAL: New H a v e n S te un R a 'l T ra in F e a tu re s B e d e r A u to m a tic B o iler M a c h in e -M a d e Jo b s a n d P re s e n t E m p lo y m e n t................................. S te a m o tiv e -- A M o d ern P ow er U n i t ....................................................... M a rin e S te a m Boiler D e v e lo p m e n ts ....................................................... E x p lo sio n s in C om pressed A ir L ines ..................................................... A ll-W elded S m o k esta ck E r e c te d .............................................................. A pplication o f Code R ules to Vessels U nder E x tern al lY easure. . RVfsia B u ild in g L occm otive F la sh B o ile r ............................................ L a rg e W eld d P ressure Vea&el................................................................... T w o B o iler S hop T o o ls ............................. .................................................. L o c o m o tiv e B oiler B u ilt w ith W elded B a r r e l ..................................... W elding U sed in O dd F a b ric a tin g J o b ................................................... P ra c tic a l E l i t e D ev elo p m en t--X IX ..................................................... B ald w in -S o u th w a rk D ev elo p W eld T e s t e r ........................................... V alve L eaks C ause Boiler E x p l o s i o n .................................................... C o n tin u o u s D u a l Arc C o n tro l W e ld er ................................................ C o m m itte e R ep o rts on D u s t C o n tr o l..................................................... Republic Appoints Special R epresentative Byers A ppoints New M anager of Sales Prom otion . QUESTION S AND ANSWERS: Sm okestack Breeching E w o rn o tiv e Boiler Hr>rse|>ower Flue Sheet Braces and Siaybilts . . A S S O C IA T IO N S ...................... . - - - S E L E C T E D P A T E N T S ............................................ Page . 323 324 328 329 331 331 332 337 337 337 338 338 339 342 342 312 343 343 313 . . . :ur> . . 345 . . . 315 317 318 newly formed sales promotion group headed by Mr. Cushing, R. H. Gardner, formerly of the Washington, D. C , office of A, M. Byers Company, has been appointed man ager of pipe sales and will take over all sales manage ment duties in connection with wrought iron and steel tubular products. A p p i i W t i i id D M tuilf W V M I w i g S t u d i " ! Realizing the need for co-operative development of the industrial applications of the electric welding proc ess, the electric welding section of the National Elec trical Manufacturers' Association has estab lish ed develop ment headquarters in the Frick Building, Pittsburgh. The welding section has initiated a program of co-opera tive industry development to investigate the electric welding market and determine the possibilities of ex tending it. It has been conservatively estimated that by securing the widest possible adoption of applications which have R iveted P lates.--A pamphlet describing the con struction of a large tunnel shield fabricated by riveting has been issued by the William B. Pollock Companv. steel plate fabricator, Youngstown, O. B last C l e a n in g .-- The Panghora Corporation. Hag erstown, Md,, has issued bulletin No. 201a on the Panghorn type RA-2 Rotoblast cleaning unit. This device is used for the cleaning of castings and forgings of vari ous metallic materials and steel products of innumerable shapes and sizes and operates without the use of con densed air. A irco A cetylene.--A booklet entitled "Airco Acetvlene" has been prepared by the Air Reduction Sales Com pany, New York, and gives a concise presentation of the story of acetylene versus various other fuel gases. A diagram worthy of consideration is included in the b o o k let and shows the comparative consumption of uxvgrn by the various fuel gases. Porcino P resses.-- I he (..hanibersburg hngmrermg Company, Chambersburg, Pa., has published recent!v a new catalogue on the Chambersburg "L'nited" high-speed steam-hydraulic forging presses. A complete descrip tion is given of the operation of trie various ivpes of presses. Illustrations are shown of installations in vari ous industries and tables of dimensions of the complete line of presses are included. M onel M etal.--A bulletin entitled "Strength Plus" lias been recently published by the International Nickel Company, Inc., New York, that describes the solution to scores of metal problems encountered by the engineer. This bulletin, profusely illustrated, cavers specific prob lems in engineering fields from hydroelectric and steampower plants to highway maintenance, refrigeration and automobiles, in which applications of Monel can W used successfully. S team G e n er a tin g E q u ip m e n t .--A new boiler cata logue, No. 102, of striking design and appearance, has been recently published by the Edge Moor Iron Works. New York, manufacturer of process equipment, boilers and welded steel products. All tvjies of watertulre boilers manufactured by the Edge Moor Iron Works are covered in the calalogue and important accessories such as water walls, air preheaters, and waste-heat boilers are briefly discussed. < |T O siii iis annul A n s w e r P e irta iiiiliig to lio lle r s Tiais department is raaiataiiaed tor t ie purpose of helping those who desire assistance on boiler and plate fabricating problems. Inquiries should bear the name and address of the writer. Anony mous communications will not be con sidered. The identity of the writer, however, will not be disclosed unless special permission is given to do so. Ily 111 Smokestack Breeching >.-- )n rt-j-'M d t<- tin- lavt-m tit p m u k o ta c k ca? th e same n:t lh ('.! ijl ayi'Ut In ap p lied to a sm aller stack i*t one o f le-i- th a n 11 i; ct.c-' tlia-iieu-; with ila; sc-at- on th e b o ile r: } . L. 7 . A.--The development of the breeching submitted with the question is shown in Practical Plate Development Article XIX. The method of developing the breeching would be the same should the diameter of the stack be made less than 22 inches. Problem No. IS of Practical Plate Develop ment shows such a condition, the solution of which will appear in the January issue. Locomotive Boiler Horsepower Q .-- I n y o u r Q u e stio n s a n d A n sw e rs D e p a rtm e n t o f B o il e u .M ak e asd P late F auiuicatou, I see th a t y o u give som e v ery in te re s tin g a n d help fu l inform ation, am i 1 w onder if you would publish the m ethods used to cal c u la te th e h o rsep o w er o f a n o rd in a ry locom otive boiler w hich c a rrie s 200 pounds per square inch steam pressure. M. W . S. A.--The question does not include the proper infor mation for determining the horsepower of a boiler. Boiler horsepower is taken as a measure of evapora tion. One boiler horsepower is equal to the evaporation of 34.5 pounds of water per hour from and at 212 de grees F. For locomotive boilers, it is generally desirable to make the boiler and cylinder horsepower equal. The following rules are based on cylinder and boiler horsepower and on proper evaporating values being as signed to firebox, tube and flue, arch tube and combus tion chamber heating surfaces. Horsepower -- 0.02120 X P X A for saturated steam. Horsepower -- 0.02290 X P X A for sujwrrheated steam. W here: P -- boiler pressure, pounds per square inch. A -- area of one cylinder in square inches. Maximum horsepower is assumed to be reached at the follow ing piston speeds: Saturated steam-- 700 feet per minute. Superheated steam--1000 feet per minute. The amount of steam required per hour, per horsepower is taken as follows: Saturated steam -- horsepower X 27.0 pounds. Superheated steam -- horsepower X 20.8 pounds. The pounds of steam evaporated per hour per square foot of heating surface are taken as follows: Firet heating surface = 55 pounds tier hour per square foot heating surface. Combustion chamber heating surface -- 55 pounds per hour per square font heating surface. Firebox wateriubes = 55 pounds per hour per square foot beating surface. 2-inch tubes, 18 feet long, Fiii-mch spaces = 92 4 pounds per hour per square foot heating surface (base figure). 2j4-mch tubes, 18 feet long. Fm-inch spaces = 10.0 pounds pethour per square foot heating surface (base rigure). The values for tube heating surfaces vary with the spacing and length of the tubes. Various engineering handbooks give tables of evaporation for tubes and flues for various lengths and spacing. Example : A locomotive with 23-inch by 28-inch cylinders, using saturated steam at 200 pounds pressure : Horsepower = 0.02120 X P X A. Horsepower = 0.02120 X 200 X 415.48. Horsepower -- 1761. Total steam consumption per hour = 1761 X 27 -- 47,547 pounds. Firebox area assumed to be 212 square feet with evaporation at 55 pounds: consumption = 11,660 pounds per hour. 47,547--11,660 = 35,887 pounds steam to be evaporated by tubes. The heating surface area of one 2-inch tube, 20 feet long, after deducting for tube' sheets -- 10.423 square feet. Tubes 2 inches diameter, 20 feet long, spaced ) pinch rate of evaporation = 8.32 pounds per hour per square foot heat ing surface. Evaporation for each tube = 10.423 X 8.32 -- 85.7 pounds per hour. Number of tubes required = 35,887 -4- 86.7 -- 414. With a given boiler, the problem reverts to obtaining the horsepower based on the actual heating surface of the boiler and comparing it with the cylinder horsepower based on the size of the cylinders and the bo ler pressure. The boiler horsepower based on evaporation should he at least equal to 100 percent of the cylinder horsepower. Flue Sheet Braces and Staybolts Q .-- W h a t w ould be the load in pounds per sq u are inch on a front hue sheet brace of 1 3/36-inches diam eter, supporting: 80 sc uare inches of a boiler 302 inches in diam eter and carrying 220 pounds pressure per square inch. Please show figures in full showing how this is done. A lso show figures in full showing how to find the a n a of any size of a staybolt at th e root of thread or at the reduced section, m inus the area o f th e te llta le hole.*---J. G. M . A.--The question does not include sufficient informa tion on the type of brace used, or the manner in which the brace is connected to the tube sheet to give a com plete answer. Using the information as given in the question, the p r o b le m re s o lv e s its e lf into determining the stress on a Tyifi-inch diameter brace rod supporting 80 square inches of a front tube sheet, supporting 220 pounds boiler pressure, and is as follows : The product of the net area in square inches multi plied by the maximum allowable working pressure in pounds per square inch, gives the load to be supported by the brace. Assuming 80 square inches to be the net 345 V 3-46 Boiler Maker and Mate Fabricator area to be supported by the brace, the total load sup ported by the brace would be: 80 X 220 = 17,600 pounds, load supported bv brace. The load on the brace in pounds per square inch, usually termed the stress on the brace in jxrunds per square inch, would he the total load oti the brace divided by the net cross-sectional area of the brace. The cross-sectional area of a l :!a 0-inch diameter brace would be: / l . 1875 3.1416 X \ 2 = 1.108 square inches. The stress in pounds per square inch on the brace would h e: 17.600 -- 1.108 = 15,893 pounds j>er square inch, total load or stress on the brace. This load would he in excess of the maximum allow able stress for staybolts and stays or braces as provided for in the A.S.M.E. Power boiler Code. The code provides as follows: M rtx iu cu A llo w a ble S tues ses for S taybolts and S tays ou B uaces Stresses, pounds per sq u are inch D escription of staybolts and stays or braces a CVjwtUied o r flexible stav h o lts less th a n tw e n ty d ia m e te rs 1 Ion*:, s c rew ed th ro u g h p la te s w ith ends riv e te d o v e r ...................... b Hollow steel staybolts less than tw enty diam eters1 long, screwed through plates w ith en d s riv e ted o v e r .................................... c V m velded stays or braces and unwelded p o rtio n s of w elded stay s o r b r a c e s ............ d Steel through stays or braces exceeding 1l/ i in c h e s d ia m e te r1 ...................................... tr W e ld e d p o rtio n s of s ta y s or b ra c e s ............ For lengths between sup port* not ex ceeding 120 diam eters1 For lengths between sup ports exceed ing 120 d iam eters' 7,500 8.U0 9.500 It).400 6,000 8,500 9.000 6.000 1 D iam eters taken at body of stay or brace Assuming that the stav in question was an unwelded stay, the length of which exceeds 120 diameters, the diameter of the brace, in order to supjxirt the load as Fig. l.~--U. S. Standard Thread Fig. 2.--Whitworth Standard Thread Fig. 3.--Sharp V Thread given in the question and still stay within the maximum allowable stress on braces, would be calculated as follows: Determine the required cross-sectional area of the brace, by first computing the total load to be carried bv the brace, and dividing the total load, by the value of the allowable stress for unwelded braces for lengths between supports exceeding 120 diameters. Total load on brace ~ 17.600 pounds. Allowable stress on stay = 8500 pounds per square inch. 17,600 8500 = 2.07 square inches. Referring to any etigineering handbook, we find that a 1Hi-inch diameter brace has a cross-sectional area of 2 .0 7 4 square inches. T h u s , to s u p p o r t 80 s q u a r e inches of surface, under a load of 220 pounds jx-r square inch and stay within the allowable stress of 8500 pounds per square inch, a 1Hi-inch diameter brace rod would have to he used. Staybolts. generally, are either threaded with U. S. Standard, Whitworth or Sharp V-threads, with 12 threads per inch. The area at the root of the thread is found by obtaining the diameter at the root of the thread, as follows : First obtain the depth of the thread from the follow ing formulas : U. S. Standard Thread (Fig. 1) 1 P = pitch = . ------------------------No. threads per inch t -- depth = pitch X 0.63 35 pitch f - flat = ------8 Whitworth Standard Thread (Fig. 2) 1 p ' = pitch -- -------------------------- No. threads per inch r -- radius = pitch X 0.1.173 t = depth = pitch X 0.6-6133 Sharp V Thread (Fig. 3) 1 p = pitch -- ------------------------No. threads per inch t ~ depth -- p X 0.750 then obtain the diameter at the root of the thread the following formula: D' = D--2r where : D' = diameter at root of threads in inches. I) -- diameter of staybolt in inches. t -- depth of threads in inches. The area at the root of thread wou'.d then be ; from Area at root of threads = '7TX in square inches. where : w =3.1416. D' ~ diameter at root of threads in inches. From this area, the cross-sectional area of the tell-tale hole is then taken and the resultant area would be trie least cross-sectional area of the staybclt. Assuming for example, a stavbolt -inch in diameter. 12 i'-threads per inch, with a -inc!. tell-tale hole, the least cross-sectional area would he: first, obtain pitch of threads, ( p i 1 t = -- 12 p = 0.0833 inch then, obtain depths of thread. (7) t -- 0.0833 X 0.75 = 0.062475 inch then, obtain diameter of root of thread. 1)' = 1 -- 2 X 0.062475 i r = 1 -- 0.124950 D' = 0.875 inch. then, obtain area at root of thread as follows : /0.875 Area = 3.1416 XI ------ \ 2 Area = 0.6013 square inch from this deduct the area of a T -inch diameter circle or : 0.6013 -- 0.02761 = 0.57369 square inch area at root of thread with area of the tell-tale hole deducted. The area at the reduced section is obtained by using the diameter of the stavbolt at th reduced section. This diameter should he checked against the diameter at the root of the threads and whichever is the least should he used in obtaining the least cross-sectional area of the stavbolt. December. 1936 3JH-. B ureaw ojf Ijacoiafluotive in sp ectio ia o f th e i n t e r s t a t e Commerce Com mission Chief Inspector--John M. Hall, Washington, D. C. Assistant Chief Inspector--}. A, Shirley, Washington. Assistant Chief Inspector--J. B. Brown, Washington. B ureau If N avigation a d S te am b o a t In sp ectio n f the D epartm ent of Commerce Director--Joseph B. Weaver, Washington, D. C. A m erican U niform Boiler Law Society Chairman of the Administrative Council--Charles E. Gorton, 95 Liberty Street, New York. Boiler Cade C om m ittee of th e A m erican Society of M echanical Engineers Chairman--D. S. Jacobus, New York. Acting Secretary---M. Jurist, 29 W. 39th Street, New York. N ational B oard of Boiler anti P ressure Vessel Inspectors Chairman--William H. Furman, Albany, N. Y. Secretary-Treasurer--C. O. Myers, Commercial Na tional Bank Building, Columbus, Ohio. Vice-Chairman--F. A. Page, San Francisco, Cal. Statistician--L. C. Peal, Nashville, Tenn. International Brotherhood of Boiler M akers, Welders,, Iro n S hip B uilders an d H elpers of A m erica International President---J. A. Franklin, Suite 522, Brotherhood Block, Kansas City, Kansas. Assistant International President--J. N. Davis, Suite 522, Brotherhood Block, Kansas City, Kansas. International Secretary-Treasurer--Chas. F. Scott, Suite 506, Brotherhood Block, Kansas City, Kansas. Editor-Manager of Journal--L. A. Freeman, Suite 524, Brotherhood Block, Kansas City, Kansas. International Vice-Presidents--Joseph Reed, 3753 S. E. Madison Street, Portland, O re.; W. A. Calvin, Room 402, A. F. of L. Building, Washington, D. C .; Harry Nicholas, 6215 S. Benton Blvd., Kansas City, Mo.; W. E. Walter, 637 N. 25th Street, East St. Louis, 1 1 1 .; J. H. Gutridge, 2178 South 79th Street, W. Allis, W is.; W. G. Pendergast, 1814 Eighth Avenue, Brook lyn, N. Y .; W. J. Coyle, 424 Third Avenue, Verdun, Montreal, Quebec, Can.; A. M. Milligan, 262 Trent Avenue, East Kildonan, Man., Can.; J. F. Schmitt, 28 S. Roys Street, Columbus, Ohio; William Williams, 1615 S. E. 27th Avenue, Portland, Ore. M aster Boiler M akers' A ssociation President: M. V. Milton, chief boiler inspector, Ca nadian National Railway. Wee-President: William N, Moore, general boiler foreman, Pare Marquette Railway. Secretary-Treasurer: Albert F. Stiglmeier, general foreman boiler maker, New York Central System. West Albany Shop. Address, 29 Park wood Street, Albany. N. Y.` Chairman Executive Board: William N. Moore. E x e c u tiv e B o a r d --Three Years : William X. Moore, general boiler foreman. Pere Marquette Railroad; Carl A. Harper, general boiler inspector, Cleveland. Cin cinnati, Chicago & St. Louis Railroad ; E. C. Umlauf, supervisor of boilers. Erie Railroad. Executive Board--Two Years: M. Y. Milton, chief Ixriler inspector, Canadian National Railway; Charles J. Kline, locomotive inspector, Interstate Commerce Commission; Sigurd Christopherson, supervisor of boiler inspection and maintenance, New York, New Ffavert & Hartford Railroad. Executive Board--One Year : George L, Young, boiler foreman, Reading Company; C. W. Buffington, general master boiler maker, Chesapeake & Ohio Rail road ; A. W. Novak, general boiler inspector, Chicago, Milwaukee, St. Paul & Pacific Railroad. A m erican R oller M a n u fa c tu re rs' Associali ion President : Starr H. Barnum, The Bigelow Company, New Haven, Conn. Vice-President: W. F. Keenan, Jr., Foster Wheeler Corporation, New York. Secretary-Treasurer: A. C. Baker, 709 Rockefeller Building, Cleveland, O. Executive Committee (Three years) ; A. W. Strong, Jr., The Strong-Scott Manufacturing Company, Min neapolis, Minn. R. J. Bros, William Bros Boiler & Man ufacturing Company, Minneapolis, Minn. E. R. Stone, Westinghouse Electric & Manufacturing Company, East Pittsburgh, Pa. (Two years) : E. E. Knoblock. Union Iron Works. Erie, Pa. A. G. Weigel, Combustion En gineering Corporation, New York. J. F. Dillon, Jr., Struthers-Wells-Titnsville Corporation. Warren, Pa. (One vear) : F. H. Daniels. Riley Stoker Corporation, Worcester, Mass. M. E. Finck, Murray Iron Works, Burlington, la. A. G. Pratt, Babcock &: Wilcox Com pany, New York. (Ex-Officio) : Starr H. Barnum, The Bigelow Company, New Haven, Conn. Walter F. Keenan, Jr., Foster Wheeler Corporation, New York. O ffice of I ndustrial R ecovery Co m m itt ee, 15 P ark R ow , N ew Y ork Manager--James D. Andrew. Secretary--H. E. Aldrich. Steel P late Fabricators Association! President -- Merle J. Trees, 37 West Van Buren Street, Chicago, 111. S tates and Cities T hat Have Adopted the A.S.M.E. Boiler Carie Arkansas California Delaware Indiana Maine Maryland Michigan Minnesota Chicago, 111. Detroit, Mich. Erie, Pa. Evanston. 111. Houston. Tex. Kansas City, Mo. S ta te s Missouri New Jersey New York Ohio Oklahoma Oregon Pennsylvania Rhode Island Utah _ Washington Wisconsin District of Columbia Panama Canal Zone Terri Tory of Hawaii C ities Los Angeles, Cal. Mem phis, Tenn. St. Joseph. Mo. Nashville, Tenn. St. Louis, Mo. Omaha, Neb. Scranton, Pa. Parkersburg, W. Va. Seattle. Wash. Philadelphia, Pa. Tulsa, Okla. Tampa, Fla. States and Cities Accepting S tam p of the N ational Board of Boiler and Pressure Vessel Inspectors Arkansas California Delaware Indiana Maryland Michigan States Minnesota Missouri New Tersev New York-' Ohio Oklahoma Oregon Pennsylvania R hode Island Utah Washington Wisconsin Chicago, III. Detroit. Mich. Erie, Pa. Kansas City, Mo C itie s Memphis, Tenn. Nashville, Term. Omaha, Neb. Parkersburg, W. Philadelphia. Pa. St. Louis, Mo. Scranton, P a .. Seattle, Wash. Tampa, Fla. S e l e c t e d P irtem ite Compiled by Dwight B. Galt, P atent lawyer, Earle Building, W ashington, D, G. Readers de siring copies of patents or any information regarding patents or trade marks should corres pond directly with M r. Galt. cham ber ben eath th e norm al w ater level of the boiler, mea:iii fo r MaikiS ta m in g a su p p ly o f w a te r in th e c h a m b e r, m e an s fo r p a s s in g die I s t e S 'S T . fro m th e p ip e th ro u g h th e ch am b er w hile m a in ta in in g it o ut o f .conkygi N it with the w ater therein, a connection from the upper p art of aid cham ber to said steam space, two connections from the lower p a rt of the cham ber 1,868,445. B O ILER . CHARLES W . BRABBLE, OF BRONX- to the w ater space of the boiler, and m eans for causing u eim datism through said w ater connections and cham ber. Ten claim s. V IL L E , N EW Y O R K , A SSIG N O R TO A M ER IC A N R A D IA TO R C O M P A N Y , O F N E W Y O RK . N . Y ., A C O R P O R A T IO N O F N E W JERSEY . 1,918,420. A R C H F O R B O IL E R F IR E B O X E S . R O B E R T Y N E E D H AM , O F TO R O N T O , O N TA RIO , CANADA. . C laim .-- A boiler co m p risin g a grate, a p lu rality of sections arran g ed ?idc by side, certain of said sections each having a depending w ater C laim .-- In a locom otive boiler firebox, a baffle arch stru c ;u rc dividing ( m e m b e r c o m m u n ic a tin g th e re w ith an d te rm in a tin g at its lo w er en d ab o v e th e fireliox in to a com b u stio n cham ber an d a fu rn a c e ch a m b er a n d com i prising a seric- of w ater tubes having spaced parallel hrick-suppnrtinjj reaches and re a d ie s la terally converged and disposed in superposed posi tions to provide increased com m unicating space betw een said com bustion cham ber an d fu rn a c e ch a m b er; and bricks supported by add purullei reaches of the tubes an d closing the spaces therebetw een. E even claim s. th e prate, each of aid m em bers having a transverse opening, said de p ending w ate r m em bers being arran g e d sid e by side an d cooperating to form a depending baffle extending transversely of th e norm al plane of said sections and dividing the space above the grate into tw o cham bers arranged one to the re a r of the other, said transverse openings alining com m unicatively to form a d uct extending through said baffle, and m eans a t tb e low er portion of said baffle for d isch a rg in g a com b u stio n su p p o rtin g gas from said duct. T hirty-tw o claim s. 1.917.617. S T E A M B O IL E R . A NG ELES. C A LIFO R N IA . H EN RY A. U LR IC H , O F LOS C la im .-- A s te a m b o iler co m p risin g a ca sin g , a lire box in said casin g , m eans for heating the fire box, a pair of parallel steam drum s arranged in tb e casing directly above the fire box, low er drum s arranged in the casing adjacent th e fire box, dow nw ardly arid outw ardly extending bunks of tubes connecting the steam drum s to the lower drum s, d agonaliy ex tending and inter-crossing banks of tubes connecting th e lov er drum s to 1,864,737. M E R C U R Y C O N D E N S E R W A T E R T U B E S T E A M B O ILER . W IL L IA M A. JO N ES, OF W ESTER LE1G H , N EW YORK, A SSIG N O R TO T H E BABCOCK & W ILCO X CO M PA NY , O F BAY O N N E, N EW JE R S E Y , A C O RPO RA TIO N O F N EW JE R SE Y . C laim .-- A w ater tube boiler com prising tab es and headers, an a ir tig h t casing aro u n d said tubes attached to said headers, supports to prevent ilu said casing from moving tow ard said tubes, and m eans closing the spaces between said headers which together w ith said headers constitute th e ends of said casing. T en claim s. 1,$90,24$. ' S T E A M T E M P E R A T U R E R E G U L A T O R . J O H N F . BLACK. O F RUM SON , N E W JE R S E Y , A SSIG N O R TO T H E BAB COCK & W ILCO X CO M PA NY ; O F BA Y O N N E, N EW JE R S E Y , A C O R PO R A T IO N O F N E W JE R S E Y .,.;';- 'h ,Clai#u-- 4 a com bination, & b o ile r l i v i n g ' a ' kteam space, a superheated r.y ite a iu pipe, n tem perature .r e g u b ip r .connected.;.tV aid pipe and h a v in g a the steam dru m s an d arranged d irectly in tbe path o f com bustion from tbe fire box, deflectors arranged between the first and second banks of tubes, deflectors a rra n g e d Ivetween th e first m entioned deflectors an d the walls of the casing for form ing dow nw ardly and upw ardly extending pas sages with the firsi m entioned banks of tubes arran g ed in the dow nw ardly e x te n d in g p a ssa g e s, m e an s co n n e ctin g th e u p w a rd ly e x te n d in g paaisugett to a smoke stack, feed w ater heating mentis in th e upw ardly extending passages an d connected to th e steam d ru m s, a steam collecting drum a r ranged in the casing between the steam drum s, a series of tux-s connected to the steam d ru m s th ro u g h o u t th e lengths th ereo f an d to th e steam cob Jecting drum , a su perheated steam outlet header arran g e d below th e steam collecting d rum , and superheated tubes connecting the steam collecting 'drum v/itb th e su p er-h eated steam o u tlet h e a d e r a n d extending; dow nw ardly through the beyond m entiohed bunks of tubes. O ne About " f'M 't'l' ; f f i tt. TM1 BRI Th tUijW* W Ss Cmbm< rrtfciii (Il W i l l H e Ip Y o u M a in ta in Seinedules Audi Redyce Cos y \ LL railway reports indicate that the boiler shops ire going to be kept very busy for some time to come. Complete installations of the Two-Piece Assemblage com bined with the use of the Electrical Tester will eliminate many problems, speed up repairs and assure big savings in main tenance costs. The Two-Piece Assemblage will provide a higher factor of safety, eliminate the cause for most broken bolts arid reduce stock inventories. The Electrical Tester assures art unfa il ing method of inspec tion--reduces inspection costs by SO per cent and inspection time at least 60 per cent. A ctio n H ow W ill Prevent A Lot of Trouble Next Year. NNERY B O L T C O M P A N . . : V -, . ' *. . PENN A ? AYy imiiiiiiimmiimmimmu ivWt'ummv'iai'iuiH'uii'MiiMmii TOGETHER DEPARTMENT POSITIO N S OPEN POSITIO NS W ANTED POSITION OPEN For Foreman for Boiler Shup. Experienced on weld ed and riveted plate work and laying out. Capable of handling men. Plant in the Metropolitan District. State age, salary required, previous experience, where last employed. Address Box 592, B oiler M a k e r & P l a t e F abr ic ato r, 30 Church St., New York, X . Y. POSITION WANTED Layerout--20 years' experience in light and heavy plate work of every description. Able to estimate jobs. Ad dress Box 593, B on.E E M a k e r a n d P late F a b r ic a t o r , 30 Church Street. New York, X. Y. Classified Advertisements--Help and Situation Wanted advertisements appear- ing in the "Get Together Department," 10c a word an insertion. Minimum charge $2.00 for each insertion. For Sale Advertisements $10.00 a column inch. Any number of inches may be used. Copy must be in this office by the 10th of each month preceding to insure insertion in the issue. Locomotive Inspector naine; By A. J. O'Neil Formerly Locomotive Inspector, Transit Com mission for the State of New York Furnishes all the information necessary for the boiler maker, machinist, engineer or fireman who wishes to pass an examination for the position of locomotive or boiler inspector. One hundred and sixty-two questions are given which might well form the basis of an examination for inspectors. AH Federal laws, rules and requirements of the Interstate Commerce Commission are included. Second edition, 297 pages, 40 illustrations, 5 x 8 inches, flexible binding. 32.50 Sent on Ten Days' Free Examination Book Service Department Simmons-Boardman Publishing Corporation >*HE 30 Church Street, Mow Yost, W. Y.. JlJitCLMJJJiU, m t B O I L E R ,MA K PLAT ICATOS Flanged and Dished Heads of all (types, in large diameters artel heavy gauges . . . in Standard,, A .S .M .E ., elliptical and shallow dish specifications . . . are W O R TH spedlties-- of WORTH Q U A L IT Y , through and through. Complete mechanical equipment, expert workmen of long experience under intelligent, capable management, and unequaled shipping facilities, guarantee the finest possible work plus the best possible service. Specify WORTH on your next order--and be convinced! M w v,si-tt, w . y. Wes. C . DicUev Hifci&L/ijIh, Pti. M cK ec-O liver, Inc. L iferm iure m id prices u p o n REPRESENTATIVES* Boa*m, {VtiMi. Edward W. Lloyd Houiiou.Tmim Th C o rbe tt C orp. Loa Amifttlttra, Ducomuun M etaU md Supply Co. $. L ouis, M o . Hubb-cll k Sharp CWIwid, OLlo E. E. Bond Dittboil, Micfti. H. L. Scvin req u est,, QiltUijt), ML Theo. L. D odd Co. Si&ttlyWajaly. W. C. Scott, Jr. Sidi Imudaco, CuiiL W. id Hdirrford iktiojiodidii4kYcwomio,Cdiua-dldi Drun'mond, M cC all & Co., Ltd. W4 'j -<'H,*' 4 v li^ `)!'i-ljj, Jw ji d*V\ 14-,,"#<>** % `fl \ -S `T'tVi^'.W'r'.-v^ l|i>nr ^ ' r.~- ^ .. . t >'. ^ -JLHIS man knows buffer tubes. .- ,fr thirty years hffg beer buiM-a ing boUers. Hundreds of tijbes huyt- paiiseai through: his skillful hands.'. He's watched them go in -- ahd he's, seem ithem .when they came out,,. He : knows just about.-what to expect:. from -a tube th e firsattmie he puts'a-.. tool to it. Listen to what he says about N a t io n a l Seamless T u b e s :: `'"T&saigo m w ithout trouble. " T W a litBOii'iiuuB NATIONAL Seaiidiileiasi) Hoi le t Tufatu tims uteuijliit trad) to plunge, iiitf&imil Itbstao uintil PM iL Exuuotiidiii mill toileranciWi liluilrostieiif dioiiteBijiiomal ueetiifaey. T h e y u lide ihroiiugih the tu b e sheet m ore eiimily. E ach tote in exactly lik e the o th e r. " They're fast and easy to install,, " NATIONAL Seamless B oiler T ubes can be easily flared, rolled and headed into flue sheeto iff-ecauiue they a re exceptionally d u c tile* liiiitiil becn-mae ev ery tube is am pletely amnemilecL T h a t m eans fast justuHution and low I'alWr txHifc lo r you,, " jPW never seen one spilt y e t.>s N o , end h& uhever w ill, lo r th e v ery $tw>d reaso a th a t MATIOWAL B oiler Tubetii a re ^efiimleau -- piiiereed from a solid b ille t of afceel--w ithoeitf weldiii th a t m ight iap<lk o r flui! duriit&g insittullietiioti o r w hen the serv ice gettf tough " They la st longer. W hy? Becausts th ey 're made only of " lailed" open-hearth oir eileetne furnace steel-- of higher creep etrengthv umiforos d e n iiity a n d souactasesB--(Tree tfroma la m in w tio m i-- -w s th im p ro v e d b e e t lirui&sfer eharacteristicSv A sL fo r com plete d e s e r ip tiiv e dmfuL A T|O N A L TUBE C O M PAN :^\j ... PIT T SB U R G H , PA. ' "< f Coluaabm. S fcel C o m p u a y , Sasn J^ruuoiuco P m ifie CtutxS Di*tvrfats&y$_ Ojojred State Produce-.Opaapt&uy* N c sv YtieijL - ,