"^f^OTn j^GE

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lor l^^ouen^)bef 1929

er)^lr^eerirj9^ college mag^-azii>>

ANEW DESIGN

BOX-HEADER BOILER

The nev/ C-E Single-Seam Box-Header Boiler is a distinct advance in construc- tion and design over ordinary box header practice.

In the new design —

The wrapper or butt strap joining the tube and hand hole sheets is —ELIMI MATED.

ONE ROW OF RIVETS JOINS THE TUBE SHEET DIRECTLY TO THE HAND HOLE SHEET.

The row of rivets on the tube side of the wrap- per strap is— ELIMINATED.

THERE IS ONLY ONE CAULKING EDGE and this faces the outside —making inspection easy and removing all rivets out of the hot gas and fire zones.

Three thicknesses of metal at the caulking joint at the ears are- REDUCED TO TWO THICKNESSES.

This new design provides an unusual factor of safety. For instance, in the standard unit sold for 160 lb. to 250 lb. working pressure, the header joint is adequate for a working pressure of 450 lb.

A careful inspection of this nev/ boiler v/ili convince you that the C-E Box-Header Boiler is a better Box-Header Boiler.

COMBUSTION ENGINEERING CORPORATION

International Combustion Building 200 Madison Avenue, New York

A Subsidiary of International Combustion Engineering Corporation

y,jvcniber. 1929

0 O /O' ^-THE TECHNOGRAPH

N C Y

i

^W^^SME

IaCTROLITE glass contributes to effi- ciency by making possible the fullest use of daylight. 900 prisms to the square inch break up the rays of light and soften the "lare. It speeds production by transform- ing blinding daylight into working light. Factrolite (Plain or Wire Glass) sold by distributorscvery where. Send for samples.

.^IISSISSIPFl WIRE GI.ASS CO.,

•»20 43 .*vi:., \. V

.vtnvmv*^

THi: 'riX'UNOCRAI'H

\'0VimlHr. 1929

WHAT YOUNGER COLLEGE MEN ARE DOING WIIH VVESTINGHOUSE

This 5000 h.p. motor in the Columbia Steel Company's Plant, with its frame of arc-welded steel, is physically the largest synchronous motor ever built.

Ninety days to go —

teamwork wins

ff^C^

H. R. HILLMAN

Contract Administration

C^arneRic Institute of

Technology, '22

#

W . 11. SHIRK

(,,«t,al l:ng,n,tT

Lehigh L'niVL-rsity, '20

B. I. HAYFORD

Switchboard Engineer

Syracuse Univenfity. *

H. C. MEYERS

Machine Design •crsity of Nebraska. '27

r^

(f

H. G DILLON

Production Supervisor

Oklahoma A&M College. '23

While you Seniors were shuffling worries about machine stresses and saturation curves with those of football last fall, a group of your pred- ecessors, not so many years ahead of you, were playing the game with grim realities.

The Columbia Steel Company of Pittsburg, California, completed plans on September 12th to build a new tinplate plant. On the 13th they gave an order to Westinghouse for two 5,000 horsepower synchronous motors to drive the rolls, to be physically th

ble, test and ship any large unit, let alone a new achievement in size and type of construc- tion, affords no time for idle speculation. Westinghouse men went at the job as only an experienced and thoroughly equipped organi- zation could do. And on the scheduled date, four fiat cars and a box car rolled out of the Westinghouse plant, carrying the completed and tested motor.

It was an industrial victory, as satisfying as any athletic gain. Teamwork and indi-

largest synchronous motors ever built. (Jflf ) vidual skill had won. Westinghouse had

Delivery of the first was wanted in \Q;'"^l]/ once more made good and upheld the

ninety days. ^ww* m reputation that earns the big

Ninety days in which to mAft^g¥l TM$h/m ^^ electrical jobs for Westing-

design, manufacture, assem-

house men.

Xovcmher, 1929 THE TECHXOGRAPH

The TECHNOGRAPH

UNIVERSITV OF ILLINOIS Member of the Engineering College Magazine .hsociated

Volume XLII November, 1929 Number 1

Contents for November

George A. Coodenough 4

Train Operation in the British Isles 7

//. /. Jndreiis

Widening State Bond Issue Road into City Pavement 11

E/lis Danriir

India and Wav Stations 13

//. //. Reeves

Editorial 18

Contemporary Engineering News 20

Departmental Notes 22

Alumni Notes 24

Once Overs 26

Review of Engineering Fraternities 28

Index to Advertisers 50

Members of the Engineering College Magazines Associated

Chairman; WillarU V. Merrihue. I River Road. Schenectady, N. Y.

Armour Engineer Purdue Engineer

The Transit Minnesota Techno-Log

Iowa Engineer Wisconsin Engineer

Colorado Engineer Tech Engineering News

Nebraska Blue Print Cornell Civil Engineer

Siblev Journal of Engineering Kansas State Engineer

Rose Technic Princeton E. A. News l.ette

Michigan Technic The Technograph

The Ohio State Engineer Penn State Engineer

The Pennsylvania Triangle Kansas Engineer Oregon State Technical Record

Published quarterly by the Illini Publishing Company. Entered as second-class matter, Octob€

iO. 1921, at the post office at Urbana, Illinois. Office 213 Engineering Hall, Urbana, Illinoi;

Subscriptions $1.00 per year. Single copies. 30 cents.

THE TIXMIXOC^RAPH

\»viniher. 1929

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7^29 THE TECHXOGRAPH

iainij :^, ISliS September 29, UTi?

In the loss of Professor George A. Goodenough the University has received a great blow; one from which it will take a long time to recover. Professor Goodenough was an integral part of the University activities; he was an essential factor in the daily functioning of this institution; and his passing is keenly felt by those who have had occasion to become closely acquainted with him and upon whom falls the stupendous task of filling the vacancy which he has left Being, as he was. deeply interested in all phases of undergraduate activity. Professor Goodenough was well known and profoundly admired by the University faculty and by the student body.

As an instructor he was noted for his far-sighted teaching methods, his fair criticisms, and his earnest endeavors to impart his knowledge to others. His clear, concise manner of presenting subject matter, and the quiet sympathetic

way in which he helped his students won for him their lasting affection and served as an inspiration and incentive for them to penetrate deeper into the

intricacies of the fields in which they were studying.

As a member of the council of administrations disciplinary committee for

men and later as a member and chairman of the Big Ten eligibility board.

Professor Goodenough was an arbiter, admired for his keen, sound thinking

ability, his disinterested viewpoint on questions which came up for his decision.

and his strength of will-power and determination in upholding his conviction.-;

and beliefs. The record of his work on the Conference eligibility board as

the representative of Illinois is one of which we may well be proud.

Among engineers he was regarded as one of the foremost authorities in his field, and many successful major commercial projects have been the results of his ability. He was the author of several widely used text-books as well as numerous articles in technical publications. He was called upon countless times for advice of a technical nature, and he always willingly contributed his part toward the betterment and advancement of the sciences and of engineering practice.

While Professor Goodenough devoted the greater part of his life to devel- opments in engineering fields, he always had time for his students, his colleagues, and his fellow-beings. He will be missed by people throughout the country, wherever his dynamic personality has penetrated.

To quote President Kinley: ■Professor Goodenough was one of the greatest authorities in the field of thermodynamics, and he has made many important contributions to this field. He held the respect and affections of all his colleagues. As a man. he was fair minded, kindly, lovable. His passing is a great loss, difficult to provide for."

'I'lir 'rix'iivocRAi'ii

Kovemhcr. 1929

Xovcm/jcr, 1929

THE TIX'HXOCRAPIl

The Technogr^

Published Quarterly by the Students of the College of Engineering — University of Illinois

Volume XLII

Urbana, November, 1929

Number I

Train Operation in the British Isles

H. I\AN Andrews, r.m.e., '29 f J. (J.G.I. . D.l.C... B.S.. Travelint) Fellow, University of London)

THE celebrated American who, on visiting England, declared that he was afraid to walk far lest he should fall into the sea, was only expressing in an exaggerated manner the feeling of limitation experienced by all Americans on landing in the British Isles. Not only do they represent the most thickly populated and industrially congested area on the globe, but the country of North America is so spacious as to afford tremendous contrast. Rightly called "the country of big things," America has, from its geographical stimulus, built up a system of civilization on a scale whose magnitude is in- comprehensible to the less ambitious inhabitants of Eur- ope. As Tagon remarks, "America is like seeing life through a magnifying glass." The enormous natural re- sources of the country could not but engender a national characteristic of business capacity in the minds of the settlers, who, inspired by their surroundings, have developed a commercial system of surprising magnitude. The huge corporations which now dominate the markets are directly the outcome of this system, coupled with the democratic tendencies of the nation at large.

At first it may seem somewhat unreasonable to claim that their national tendencies could have had any effect on such remote subjects as locomotive design, booked schedules, and general train operation, yet such is the case. The general method of application is best considered by the use of a simple example. The state of Minnesota is a production area, but the nature of its production tends to the raw, the heaviest haulage being that of grain. On the other hand Massachusetts is concerned mainly in the production of manufactured articles, equally es- sential to human life, but of a totally different nature to those of Minnesota. In order that civilization may con- tinue it is necessary that exchange of produce take place between Minnesota and Massachusetts, which exchange can only be effected through the medium of the railway. Since these states are over a thousand miles apart, it is convenient to dispatch the freight from a marshalling centre at each end, say from Minneapolis and Boston. The networks of railways alread\' converging on these towns are already adequate for the collection and distri- bution of the individual cars within the respective areas, hence the problem resolves it.self into that of handling the through freight between the two centres as economically as possible. Since only one pair of tracks are involved.

high traffic density is obtained even from areas with a low density of production, while sometimes single track provides the necessary capacity. In either case it is es- sential that the cars be made up into the heaviest possible trains, often to several thousand tons, while the distance involved demands high speed transit that the capacity of the track may be fully employed. It is readily seen that the greater the capacity of the locomotive, the more eco- nomical will the system of transportation be, and that the true criterion of locomotive design is haulage capacity in gross ton miles per hour.

The corresponding European situation can most clearly be visualized by imagining Minnesota not merely adjacent to, but even overlapping Massachusetts. In this case, while the total tonnage carried is probably con- siderably greater, the distances involved are extremely small in comparison, while the establishment of large despatch centres is obviously ridiculous. The combined states would probably be covered by a .single network of lines, practically all double tracked, while the trains

themselves would be limited to a few hundred tons of the local order. In England the situation is further compli- cated by the existence of London, which, being out of all proportion to the size of the island, completely domi- nates the railway system, forming a hub from which practically all lines radiate.

British locomotives have therefoie been developed with the view to handling enormous volumes of traffic in comparatively small units over .short distances. For the passenger traffic the public demand the highest pes-

Tin: TKCHNOCKAIMI

\'oviinhir. 1919

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r/;c "Garratt" Tyff I'scJ for Hi, ivy Fn-u/lil Si-

siblc spi-c-(l compatible with safety, thoui;h with th.f exception ot perishable goods, the excellent network ot track available enable the goods (freight) trains to be run at the most economical speeds, that is about six to twelve miles an hour. Express trains have usuallv about twelve cars, in the neighborhood of four hundred tons behind the tender. The cars themselves are much lighter than those in the U. S. A., but carry about the same nvuiiber of passengers, who however, are arranged in sep- arate compartments seating 8-10 and interconnected by a corridor down the side of the coach. No loaded pas- senger train is allowed to consist of more than 136 wheels. Maximum loads are frequently stipulated for given trains taking into account the class of locomotive and the gradients of the line. Unfortunately, however, the correct class of locomotive may not always be avail- able, yet, time is rarely lost for these occurrences. The goods trains average about 600-800 tons, and usualh' consist of small trucks of 10 tons capacity weighing lb tons loaded. Heavier vehicles are of course available, but they are very little used. Enormous variety of wagons is also available for the handling of special loads as reqin'red.

The great diversity among the \arious classes of traffic has naturally resulted in a corresponding variety amongst classes of locomotives. Probably the most com- mon types are the four coupled engine with leading bogie ( 4-4-0 ) for passenger service, and the plain six coupled locomotive (0-6-0) for goods work, both of these classes having inside cylinders. This latter feature is so luiknowii in .America as to give the American the impression of a complete lack of "works" which appears ridiculous to his practical mind. However a short footplate trip on one of these engines would soon convince the critic that not only are there some "works," but that they can function when called upon, while he would be agreeably sur- prised at the smooth riding of the engine. There are many other advantages to inside cylinders, but their compara- tive inaccessibility renders them vmfavourable in demo- cratic America, apart from various difficulties in present dimensions. Outside cylinders are quite common, but only on the larger engines where usually more than two cyl- inders are employed. In this connection the photographs added to the collection of the Railway Engineering De- partment have been criticized as non-representative in that all the locomotives shown have outside cylinders; the answer to which is that the photographs were intend- ed to represent recent designs, and naturally the larger and more spectacular types were chosen. Amotigst the seven locomotives can be counted no less than twenty- seven cylinders, though this is including the "Garratt"

which has six. To an\- one ha\ ing a geniu'ne interest in locomotive design these photographs, which are on view in the hall of Transportation building, should amply repay a few minutes of careful study.

An economic development of recent years peculiar to British railways has been the introduction of what are termed "mixed traffic locomotives" to which no particular duty is assigned, but which may be relied upon to make reasonable effort upon service, passenger or goods, to which it may be assigned. A typical type of this class of locomotive would be a six coupled locomotive, with a single pair of leading wheels, having two or three cylin- ders. Many and varied are the tales told of exceptional performances put up by these locomotives when called upon for emergency, notably the occasion when one hauled the "Flying Scotchman" herself to time, or per- haps the even more remarkable occasion when one was placed at the head of the Great Western's crack 62 miles an hour Bath express, and maintained schedule includ- ing once touching 80 miles an hour. Indeed one some- times wonders whether the expensive express locomotives employed are such an absolute necessity as generally assumed. A class of traffic rarely handled in America, is the congested outer suburban traffic which occurs around the principal cities. Practically all of this ar- rives in the two "rush hours ' when enormous numbers of passengers all desire accommodation, at or about the same time, on the same services. These are all handled by "tank" locomotives, that is locomotives carrying thus food and water supply on their own frames; having no tender they are equally capable of running in either di- rection, and do not need reversing at the termini. These engines are also capable of very varied operation since they are frequently utilized for other services out of the rush hours, notably for shunting (switching) or han- dling empty passenger stock, or local trains. (Occasionally the longer distance trains obtain clear runs over the last ten miles into the city, when the little engines will often provide speeds up to 60 miles an hour in order to mini- mize their occupation of the line, a most desirable func- tion of this class of locomotive. As with the longer distance locomotives the class of traffic to be hauled varies con- siderably, and the designs vary in size and power from the minute engine serving some local town, to the mag- nificent express tank locomotixe that hauls the frequently stopping expresses in the more congested industrial areas. They all have the common feature of complete reversi- bility and the avoidance of the tender, which renders this initial cost much lower for a given power.

In contrast to the U. S. A., where almost all loco- motives are designed upon practically the same standards.

Swcinlnr. W19

THE TECHNOGRAPJI

British locomotive designers fall into two distinct "schools," the predominating differences in their work being the proportion of the boiler, and the manner in which the coal is burnt. On the London and North Eastern Railway ( L. & N. E. R.) large capacity boilers are fitted, and the coal i.s burnt on a large wide grate comparatively slowly, both of these conditions being sim- ilar to those occurring in America. The other lines how- ever, fit for smaller boilers in proportion, while the coal is burnt fiercely upon a long narrow grate of compara- tively small dimensions. This may be done economically owing to the very good quality coal obtainable in Eng- land. In 1925 a most interesting trial took place between locomotives of each class, resulting in a marked econonn' for the small boilered locomotive. With a poorer grade of coal however, it is probable that the position would be reversed, since it is well known that the "King Cieorge \ " which was sent over for the Haltimore and Ohio Centinary Exhibition, failed to steam up to her usual standard on the grade of coal provided. On the other hand it was observed that the running of the large boil- ered locomotives was quite unimpaired by the poor qual- ity of coal available after the general strike of 1925.

One of the most interesting developments of recent years on British Railways has been the gradual conver- sion of all lines except the Great Western Railway (G. W. R.) to the practice of left hand driving. At first sight the mere change of position of the driver might not ap- pear of any great significance, but the various changes implied with the change of position have been found of considerable benefit, and are conducive to greater safet.\' particularly in connection with the running of fast trains through congested areas. It must be remembered that the system of signalling employed is far more complicated than any system in use in America, and that this complica- tion is extended continuously over the whole route. An enormous variet\- of signals and aspects are employed, each having its own special significance. It is nothing unusual for the express driver to find himself con- fronted by a huge gantry of signals exhibiting some fifty or sixty aspects, from which he has to select those which apply to him and act accordingly. During recent years the system has increased in complexity, till, at the insti-

gation of the Institution of Locomotive Engineers, left- hand driving was introduced to alleviate the situation. Owing to the limitations of the British loading guage it can well be imagined that, with the present size of boilers, the view ahead from the cab windows has be- come extremely limited. Generally it is impossible to see the track ahead, while many of the previous arrangements of signals would be completely invisible. Now as in Eng- land all trains run upon the left-hand track it is seen that the new position occupied by the driver is upon the outside where signals may most conveniently be erected. On this system, the old marts, which were sometimes up to 60 feet high have been removed entirely, and new posts about 15 to 20 feet high, not infrequently in ferro-concrete, have been erected in their places. Inci- dentally this has effected a great economy in signal main- tenance, but the advantage to the driver is enormous. In place of the old complicated vision the particular sig- nals applying to his track occupy the central position in the driver's limited vision, and on approach appear to pass directly over his head. Thus there is far less possi- bility of a mistake upon the part of the drivers, most of whom greatly appreciate the advantages of the new sys- tem. The system is also peculiarh' applicable to the new high power colour light system now coming iitto popular- ity. This is very similar to the systems of colour light- ing employed in America, except that four aspects are frequently exhibited by a single signal, and the lamps themselves are specially designed with a view to fog pene- tration. At complicated junction points, route indicat- ing signals, in which a number appears corresponding to the road provided, are also placed in advance of the fac- ing points (switches). With this system it is believed possible to run trains at schedule speed in perfect safety through fog of such density that the driver may be unable to distinguish his own buffer beam.

The majority of English express trains are run at what would be considered in America extremely high speeds ; for instance several trains, particularly on the Great Western, are scheduled at average start-to-stop speeds of over sixty miles an hour. These bookings of course make no allowances for speed restrictions, per- manent wav checks and gradients, all of which losses

10

TlIK 'J'laiiNOCRAPll

A iivi itiln

1929

have to be made up by cntjiiu- pfitoiiiiana'. Main more- trains maintain a\i-rai;i's of over fifty-fnc miles an hour. I'lobably i-\i-n more (h'ft'icult to maintain arc- thi- short (listanci- i-xpn-ssi-s whose rims arc not of over an hour's duration, as so little opportunity is available to make up time for any unforseen delay. An excellent example of this is the famous Southern Bell Limited which is re- quired to cover the 31 miles between London and Brigh- ton, inclusive of a continuous speed restriction through Loniion suburbs, in exactly one hour. In Kngland the term F-imited, when applied to an express, implies that tin- total load must not exceed a certain stipulated allow-

Tli,- Cnmmnrt 2-6-0 Type

ance, so that the running department ha\e little or no excuse for not running the train to exact schedule; indeed the late arrival of a limited train is an extremely rare occurrence. Recently considerable interest has been at- tached to the operation of non-stop runs, several of which have been considerably extended during the past year. Notably the introduction of the corridor tender has en- abled the distance of 394 miles from London to Edin- burgh to be accomplished non-stop. Coal sufficient for the journey is carried on the tender, which is a part of the train rather than of the locomotive, while water is scooped up from the troughs on the route and a relief crew travel with the train, and pass up to the footplate through the corridor in the tender. This of course is a more spectacular run, and must not be misunderstood as a means of speeding up traffic. Indeed no cut has been made in the famous 8 1-2 hour booking, so that the task of the locomotive has actually been eased by the innovation. The real reason for the change was the avoid- ance of the exchange of pa.ssengers and baggage, and the consequent commotion entailed by the intermediate stops, then having been estimated enough through passengers to justify the change for their convenience. A second train making the usual stops follows after a ten minutes' in- terval, even when the "Scotchman" is run in several sec- tions. In the winter sea.son the usual stop at Newcastle is reverted to, when both locomotive and crew are chang- ed. From the passengers' point of view, an equivalent non-stop service is provided by the West Coast route, though technically a running stop is made at the village of Carnforth for a change of crew. Here, incidentally, the "Royal Scot" express is split into two sections, one for Glasgow and the other branching off to Edinburgh, ex- cept in the sea.son, when the two sections are hauled separately. There are many other trains running dist- ances of over one hundred miles non-stop, the next long- est being the Cornish Rivera Limited which covers the 225 3-4 miles from London to Plymouth, frequently slip- ping cars of Exeter. The practice of slipping a car, or even a train is still maintained on the (jreat Western when as many as three .sections may be slipped. Slipping

is accomplished by a special guard traveling with the section. Before the station is reached, travelers are warned that the train docs not stop, and the passengers for that destination are segregated to the rear car or cars. The guard then disconnects the brake and steam lines and breaks the corridor connection and awaits the moment for uncoupling. This is intimated to him by the driver who slows the train tiown a trifle b\- appl>'ing the engine brake, thus causing the cars to "bunch" and relieving the couplings, when the slip guard uncouples by means of a special mechanism known as the drop hook. After a suitable interval the train speeds up again, leaving the slip coaches to run into the station under their own mo- mentum where they are brought to a standstill at the platform by the guard using a special brake valve. The main disadvantage of slipping lies in the impossibility of providing a complementary service, no suitable pro- cess ever having been produced, with the .sole exception of the London and Blackwall endless rope railway which slipped a car at every station, bringing them all into the terminus at regidar intervals on the endless rope. This system was abolished about 1860 for very good reason.

In the handling of goods trains Great Britain at- tains just about the same standard as America, with the difference that the traffic is handled in much smaller units. Hump shunting is regularly employed, and car retarders are coming into use. Route signalling by means of numbers is also used. In one respect Britain would appear considerably out of date, though it must be ad- mitted that the choice is deliberate; that is in the matter of couplings. Passenger stock are attached directly by screw couplings which are drawn up till the buffers touch or are slightly compressed. In this manner no slack is present and the train as a whole runs more smoothly with less jar on starting. The disadvantage of course is the time taken for a coupling to be effected, and the fact that it is almost impossible to make the men use sufficient

A Typical Tank Locomotifr

care, with the result that loss of life still occurs, though far less frequently than formerly. Since most of the stock is run in complete trains the necessity for uncoupling is comparatively rare, while the corridor sections must be separated anyway so that the time taken is of little con- sequence. A feature which is now receiving much atten- tion is the Grisley articulated bogie, on which the adja- cent ends of two coaches are permanently attached and carried on a single bogie. Common examples are pre- sented by double or even triple sleeping cars, or two restaurant cars separated by a kitchen car, while occas- ionally whole trains may be run so arranged. It is most popular on suburban stock where trains are usually com- posed of two sets of five or four cars, only one set being used in the slack periods. The chief advantages claimed (Continued on Page 3S)

November. 1929

THK TKCHXOCKAl'H

11

Sittiiu/ Forms ami Prcparituj Suhijradc for Pourini/

Widening State Bond Issue Road Into City Pavement

Ellis Daxxer. r. c. e. '29 Sihtufcr Prize Competition Essay. 1'-J2S-1'J29

ILLINOIS State Bond Issue Route Xuniber 98 was completed through Main street in Ipava, Illinois, in

the summer of 1927. The village board of Ipava had proposed a plan of building a standard city pavement throughout Main street in cooperation with the state work. Favorable action on the proposal was delayed and the eigliteen foot pavement was put in place. Later, however, the citizens voted to complete the paving of the east half of Main street and the contract was let to a local lumber dealer in July, 1928. The writer, as resi- dent engineer for the Canton Engineering Company, was ill charge of the work from the beginning until its completion, a period of about six weeks.

The plan of the work was comparatively simple, since the state engineering department had considered the probability of such a project and had established a grade and alinement best suited to the existing sidewalks and cross streets. The project was staked out just as needed to avoid duplication of work, because the stakes were soon moved or knocked out by careless workmen. Aline- ment stakes, offset two feet from the form line, were set at fifty foot stations, at the ends and centers of the arcs, and at the back of the intersection wings. The grade for the top of the curb was marked on the alinement stakes and was established from the edge of the state pavement by allowing a fall to the gutter line of two hundredths feet per foot and six inches for height of curb. The grade of the state road was sufficiently steep to eliminate any serious problems in drainage.

The only excavation necessary was that of cutting the existing shoulders down to subgradc and removing about a foot of dirt for the intersection wings. The ground was loosened with a ten ton Best pulling a scarefire and plow and was removed with teams and scrapers. The dirt was piled along the edge of the street to be used later in backfilling. A grader finished the excavation roughly to subgrade. Nine inch steel forms with four inch base, eight feet in length, and held in position by iron stakes, were used for the pavement slab proper. They were placed and set for grade and aline- ment and rigidly fixed by locking to the stakes and tamp-

ing the earth firml\- under them. A wooden templet, cut for the proper subgrade and made to ride on the form and edge of the slab, was pulled along and the subgrade was finished to it with shovels. The ground was then compacted with an eight hundred pound hand roller and thoroughly wetted. The subgrade was checked once more just ahead of the pouring and wetted again.

The six catch basins were put in while the excavation was being done. The holes were dug in the proper position four feet square and about four feet deep. The ba.se and walls were at least eight inches thick and were made of brick laid in Portland cement mortar. The well was twenty-four inches square and thirty-six inches deep, inside tlimensions. The outlet was a ninety degree elbow of eight inch vitrified pipe, set in the wall with the face of the opening horizontal and facing downward. The face of the opening was about four inches below the Hot- line and the flow line twelve inches below the top of the well. The elbow was connected to an eight inch sewer drain with eight inch vitrified pipe. The covering for the well was a cast iron box and grate, weighing about four hundred pounds. The box was six inches high at the back, seven inches high at the front, and had a grate opening twenty-four inches square. It was fitted with an adjustable curb box with a radius corresponding to the arch in which it was to be placed. The grade of the well base had been set such that the top of the cast iron box was one tenth of a foot below the normal pavement grade at that point. In finishing, the concrete was sloped down to the edge of the box to form a pocket into which the water would drain.

Washed sand and gravel were used and were in- spected by the state materials inspector at the shipping plant. The aggregate was hauled from the cars in trucks and piled on the state pavement where it was to be used. The .'\tlas cement was stored in a lumber storage shed and hauled out as needed. The water was piped to the mixer from the nearest city hydrant. The aggregate was measured in wooden hoppers built high enough that a wheelbarrow could set under them. Each of these was checked several times throughout the work with a one

12

'I'm: 'i'i:cn\()(,RAi'ii

November, 1929

cubic foot box. The amount of mixing water was ad- justed for the existing conditions to get the desired con- sistency and maintained constant as long as other conditions remained the same by use of a graduated tank on the mixer. A l:2:3j<l by volume mix was used and minimum mixing time was one minute. The one bag Jaeger mixer was placed on the state slab in convenient positions and the dry materials hauled to the skip in wheelbarrows.

I'he slab sections varied in width from six and one- half ro sixteen and one-half feet. The pavement had a

('urinij ivil/i ('.iihiiim C.lilnrutr

thickness of six inches from the slab to a point two and one-half feet from the form, from which it changed miiformly to a thickness of nine inches at the form. One- half inch by five foot deformed steel reinforcing bars which had been placed at five foot intervals in the state slab were straightened and embedded in the new concrete. Seven-eighths inch longitudinal steel bars, which had been painted with red paint and thoroughly dried, were placed along the edge of the pavement four inches from the form and four inches above the subgrade. One-half inch bituminous expansion joints were placed in the slab and curb every thirty-five feet. The gutter line was car- ried directly across all intersection wings which did not have catch basins. The wings without catch basins sloped luiiformly from the back to the gutter line and those with catch basins sloped uniformly from the back to the edge of the eighteen foot pa^■enlent. The back of the wing was set just high enough that the water would drain toward the Main street gutter line and was given a crown of one hundredth of a foot per foot of width. On one sliort fourteen and one-half foot section on the north side which came between two six and one-half foot sec- tions, the gutter line was carried straight through six feet from the edge of the state road, forming a V-shaped section with the same slope on both sides of the gutter line.

The forms and longitudinal bars were oiled ahead

of the pouring. The concrete was hauled into place in a buggy. One man distributed the concrete in the forms and thoroughly spaded it along the forms. A two by six inch plank with handles on the ends was used to tamp the concrete and strike off the top surface. It was necessary to put steel plates on the ends of the straight- edge to prevent their wearing off with the continual slid- ing on the forms and slab. The surface was belted once, checked for smoothness with a ten foot wooden straight- edge, and finished with a long handled wooden float. The surface water was drawn off with the ten foot straight-edge and the surface was belted again once or twice as needed to produce the desired finish.

As soon as a short section of the slab was finished the curbers began their work. The integral curb was six inches high, had a flat top three inches wide, and a face in the form of a reverse curve with three inch radii. The curb form was a two by six inch wooden form set on top the steel form and held in place by clamps and braces. The body of the curb was of standard mix ex- cept with some less water, was tamped in, and held in place by a clamped face form until it would stand up. Then the face form was removed and a mix with the coarse aggregate left out was put on to finish the shape of the curb. The desired shape was obtained with a wooden templet cut to the specifications. The finishing was done with trowels made to fit the parts of the curb and a brush. At private driveways twelve feet of lip gutter replaced the regular integral curb. The lip was two inches high at the back and sloped down to the pavement in eight inches. The curb was rounded off to meet the lip at the sides of the driveways.

At the end of each day's paving the new concrete was covered with burlap and wetted down. The next morning the burlap and forms were removed, the pave- ment checked for high spots, and those above one-quarter of an inch rubbed down with a carborundum brick. All high spots found were removed before the coarse aggre- gate was exposed to any great extent. A great deal of care had to be used by the finisher at the expansion joints or bumps would result between the two sections of the slab. A special straightedge with a notch in the center for the joint was used at these points. The cur- ing was done with flaked calcium chloride. A minimum of two and one-half pounds per square yard of pave- ment was spread evenly over the surface as soon as the pavement was checked.

Marginal curbing was constructed at the back of the intersection wings to protect the edges of the pavement. It consisted of a slab of concrete, six inches wide, seven inches deep, with one edge flush with the edge of the pavement, and sloping away with a pitch of one inch. This curbing was built after the pavement had set so (Continued on Pcu/r 42}

Pouring Concrete and Building Inlegrut Curb

Sow III hi

1Q29

THE TECHNOGRAPH

13

India and Way Stations

HowRLi, H. RnKVEs, r.c.c. '10

THE steamship "Cieoige Washington" of the United States Lines took me from New York to Plymouth on the southern coast of England. Plym- outh is a beautiful, harbor, and, as you know, was the scene of Admiral Prake's game of bowls at the time the Spanish Armada appeared off the coast of England. But of more interest to us is the thought that some three hundred years ago there sailed forth, past the green hills of this picturesque harbor, a band of brave-hearted men and women who have immortalized the name of Pilgrim throughout the world, and whose courage may still be found, I hope, in the hearts of some of us. As I travel on the palatial liners of today, with every comfort and convenience that modern science can provide and observe my fellow passen- gers, I often wonder how many of them have ideals liigh enough and courage sufficiently great to face the dangers that the Pil- grims braved in their search for freedom, liberty and justice. That they did not always ac- cord to others the same freedom which they demanded does not detract from their courage.

From Plymouth I went by train to London, passing through a beautiful section of English countryside where three centuries ago thousands of ven- turesome souls preferred to re- main in the comparative com- fort and safety of their green fields and substantial brick farm houses. During the week spent

in London I visited the British Thomson Houston factors' at Rugby. Rugby, the place made famous by Tom Brown and his school exploits, still has its school boys with their various caps representing the different forms and doubt- less among them may still be found venturesome spirits, for boys are much alike from age to age. Rugby, situated as It is in what is known as the Shakespeare country-, gave me the opportunity of seeing Warwick Castle, the original seat of the Guy family. The founder of the family was one of the Crusaders, the scene of whose exploits I saw later in my trip. Not far from Warwick Castle is the old Mill and pond that inspired Charles Kingsley to write the "Water Babies," and the story is no more delightful than its setting. In the stones of the old mill are carved the names of dear friends of ours: (jeorge Elliott, Charles Kingsley, Bobby Burns and others.

A few miles beyond the ohi mill stands Kemlworth Castle, one of the most picturesque ruins I have ever seen. Most of the battlemented towers still stand to remind one of the golden age of English history. Far below are the dungeons that were well known to those who crossed the will of Robert, Earl of Leicester. The spacious court-

"India and K'ay Stations," is the title of a talk given by Mr. Reeves before the mini Club of the General Electric Com- pany this past summer. The account of the trip is of such interest, and shows so well the unusual work an engineer may be called upon to do, that the Technoi/raph has pill his words into Ihe printed form.

It'hrn Mr. Rer-ves r/radualed, he was asked by the sihool his preference of loca- tions for work. His reply was "Earth." Since then he has been with the General Electric Company, and his work has been confined, in the most part, to the earth. The trip to India is the scion,! of this type that he has taken, Ihc first one heini/ to .lapan to inrcsli//ale, /here, the possibili- ties of expansion of the clclriial field.

yard where many a gorgeous pageant flashed across the page of history; the stables where the stamping stallions fretted for the combat; the old tilt yard where brave knights in gleaming armor strove for victory and the favor of fair ladies, watching from the balconies above; the remains of the moat that held Cromwell at bay in later years, for Kenilworth was the last stand of the Cavaliers; the room in the Castle occupied by good Queen Bess when she visited her famous admirer; the banquet hall where lords and ladies drank each other's iiealth and intrigued for the favor of Queen and Earl — all these scenes and more pre- sent theni.selves as our imagina- tion wanders through the years that are gone.

From Kenilworth to Strat- ford-on-Avon is but a short dis- tance. The birthplace of Shake- speare was reached as the aft- ernoon's shadows were stretch- ing across the Avon. One's senses are keenly alert to feel those cosmic forces that must have touched responsive chords in Shakespeare's soul, for how otherwise could he have written with such a philosophically keen perception of the complex- ities of life.

Back in London I saw the usual points of interest, such as St. Paul's and Westminster Abbey, the Tower of London, and London Bridge which is still fallmg, but not fallen. I iiad a very delightful trip to St. Alban's with its oldest inhabited house in England, and another along the Thames past the house where the \Ligna Charts were signed, to Windsor with its castle. It was at Windsor that I saw the Eaton College bovs with their tall silk hats that would have been the delight of every American boy, pro- viding there was a stone or other missile handy. I could liear their remarks in nn i«nagination : "Cheese it kid! pipe the hat ! '

From London 1 went by the Imperial .Airways to Brussels in Belgium. England is a most delightful coun- try to fl\ over. Its roads with their neatly trimmed iicdges, the substantial red brick farm buildings, the red cattle and white sheep on the background of green pas- tures and meadows, with an occasional grey stone Castle projecting its towers and battlements into the peaceful and verdant landscape, make a most delightful picture.

Brussels 1 found rather quaint in some respects, with its market place surrounded by the old guild halls. The Roman Catholic Cathedral in Brussels gave me my first impression of what 1 might term the medieval religious atmosphere. The Cathedral of Notre Dame in Paris is more gorgeous and more beautiful, but hardly more im- pressive in a religious sense. The Church of Le Madclaine

14

Till; Tia'llNOC^.RAl'H

\ijVfmhcr. I92Q

ill Paris has tile mi>sr fxiiuisitcly hi-aiiritiil altar I have i-MT sei'ii. I'aris it-miiuled mv iiiikIi ot W'asliiiifitoii, D. C. in its jjc-iK-ral characteristics ami the layout of its streets. Washington of course, was planned by Le Enfant, a French engineer, anil he probably niodelleil it somewhat after Paris.

From Paris to Milan, where again I was to feel that

Large VndrnirounA Risii

Iliiilt hy Rnmans

overwhelmingly impressi\e grandeur of the early Chris- tian Churches. As one stands by the (lalleries in Milan and gazes across at the Cathedral, that super-edifice of all time, with its hundreds of spires and minarets, its thousands of exquisitely carved statues, its gorgeous win- dows and beautiful doors and main steeple with its sta- tue of the Mother of Christ 365 feet above the pavement, one begins faintly to realize the wonderful faith that dominated the lives of the early Christians. The names of the architects, painters, sculptors, and artists of all kinds who have contributed to this magnificent structure would constitute a hall of fame in any land at any time. The church is of white marble in Gothic style and its total length is over 500 feet, being exceeded only by St. Peters in Rome. But it was the tremendous amount of minute detail that filled me most with admiration. As one clambered over the roof, marble statues exquisitely carved appeared in most unexpected places, scores of feet above the ground. Inside, the whole atmosphere was one of awe. The mammoth pillars of marble 8 feet in diam- eter reaching up to dim heights to support the vaulted roof 164 feet above, the beautiful stained glass windows through which an occasional shaft of sunlight would come as a rainbow from the sky, the remarkable paint- ings, sculptures, carvings, draperies, seen too dimly to disturb the thoughts of the worshippers, the dimly lighted altar far in the distance, all blended together to pro- duce the most awe-inspiring* worshipful atmosphere that human mind can imagine.

It was also my privilege to see while in Milan the original painting of the Last Supper by Leonardo di V^inci. Words of mine cannot describe it, but probably no picture has been more frequently reproduced or more widely distributed than this. Hours and hours would be needed to analyze it and to get the feeling of the artist as he painted the expression in the faces of Christ and his Apostles. As one gazes at the painting his thoughts fade back two thousand years to Jerusalem with its narrow crooked streets, to this little room (for it coidd not have been large) where these men are gathered about the table. One of the Apostles is leaning across to Christ, their faces become alive, you almost hear their words, your attention is concentrated, for you must not miss them, the words that have given life and hope to human-

ity Faith is in their faces. Oh, how simple and how sub- lime is faith to those who possess it. Love is in their faces. The love that makes all men brothers. Charity is in their faces. The charity that refrains from judgment. Faith, love, charity, the trinity that makes men divine.

From Milan I returned to France sailing from Mar- sailles for Hombay. Across the Mediterranean, past Sicily to Port Said and the Suez Canal, then down the Red Sea past Mt. Sinai and into the Indian Ocean. The trip was without particular interest except for the beautiful sunsets in the Red Sea and the fascinating electric storms on the Indian Ocean. During one of these we had the good fortune to see a water spout, a not very frequent sight so old India hands tell me. It formed directly ahead of the vessel and we passed it not a hundred yards to starboard. The twisting, writhing column looked like a giant elephant's triuik reaching from clouds to water.

On the last day of November I landed in Bombay in a white suit and topee for any other kind of a hat is not worn during the day time in India. It just isn't done and that is reason svifficient for the Englishman.

India (whose name is derived from the Sanskrit term for the River Indus) lies in the central peninsula of Southern Asia, and is, after China, the most populous country in the world. It has for its natural boundaries the Himalaya Mountains on the north which separate it from Tartary, China, and Tibet; the Sulaiman Alountains on the west, separating it from Afghanistan; and on the east the hill ranges which border upon Burma and the Bay of Bengal. From the mouths of the Brama- putra on the eastern side and of the Indus on the western side the two coasts incline towards the same point in the

Aulhor on Board an Eli-phant in Jaipur

A oi'cinhi

1929

THE TECHNOGRAl'H

15

south aiul meet at Cape Coniorin, thus producing the form of an inverted triangle.

India has a diversified surface and scenery. Mountains whose peaks extend far above the hne of perpetual snow, broad and fertile plains bathed in intense sunshine, arid deserts, and impenetrable forests.

The area of India is 1,805,332 square miles, 1,094,-

Old .lmb,r. Jcul'iir

200 square miles in the British provinces and 711,032 square miles in the Indian States.

The coast line of India is broken by very few inlets or harbors. The sea washing the coasts of India is very shallow and the shores are usually flat and sandy.

Little is known of the history of India prior to 600 B. C. at which time the Aryan races who had entered from the north had established in parts a civilization far superior to that of the Dravidian aborigines. About this time Gautama Buddha promulgated the religion that bears his name and numbers among its adherents toda\ more people than any other of the world's religions.

Darius, Kmg of Persia, invaded India somewhere about 500 B. C. and annexed the Indus valle\'. In 326 B. C. Alexander the (jreat invaded India and subdued the northwestern part of the country.

Early Indian history contains the names of Chand- ragupta who revolted after Alexander's death and established the first really great Indian Kingdom, anil the name of Asoka, the founder of Budiihisni as a national religion.

The period up to 100 A. D. is a kaleidoscope of vari- ous Indian rulers rising and falling with more or less rapidity. From 1000 A. D. to 1736 it centers chiefly around the Mohommedan invasions culminating in the rise and fall of the great Mogul Empire. This short space of Indian history made famous forever in the history of the world b\- the names of the Great Moguls. Akbar, jojiangir, Shali-Jahan, and Auring/.eb marked the pinnacle of Indian achievement. Never again will this people rise to the relative height in the world's affairs that they occupied at that time. Their day is done. They do not possess the mental, moral, or physical strength to re- claim the enviable position that once was theirs.

In 1498 Vasco do (lama, the Portuguese navigator, made his famous voyage to India. From that time until 1756 Portugal, Holland, France, and England pla\ed their parts in India's history. In 17^7 the battle of Plassey established Britain's power in Bengal and through the next century the name of the East Indian Company ushered in by Clive and Warren Hastings was a power in the land. In 1857 the great Indian mutiny shook Britain's power to the foundation and marked the end of the East India Company. Since then the Imperial

(jovernment has rule<l direct through a Viceroy- and Governors.

In recent years the names of Lord Reading and Gandhi together with the Swaragist Party have held the center of the stage.

The caste system which is a more potent factor in the life of Indians than in the life of any other people does not appear to have been a part of the Vedic re- ligion originally. It was subsequently established with a religious sanction which is still maintained and it is in- teresting to note that it has held sway through all the religious, economic, and political changes of over two milleniums. Caste is the first institution of Hindu Society that forces itself upon the attention of the stranger. Originally four great divisions were established, the Braham or priest, the Kshatriya or warrior, the Vasiya or merchant, and the Sudra or laborer. Those not belonging to one of these four classes were Nihlecha or pariahs. At the present time these castes have been subdivided until there now number hundreds of caste divisions. However, the Brahmins still maintain their arrogant pride and priestly hold upon the other castes.

The population of India has increased in the past 50 years from 206 million to 319 million or about 65 per cent. The average density is 177 per square mile.

From Bombay my journey continued directly across India to Calcutta on the Eastern side. From Calcutta I came back across northern India, stopping in all of the important cities.

Balliinij Glial al llrnans

The first stop was at Benares, the hol\ cit\ on the (janges with its bathing ghats, its burning ghats, its thou- sands of Vedic temples, its beggars palace, its age, its superstition, its glory, and its filth. The native city is

16

THi: 'ri:cHN()(;K.\i

Xovcnhrr. 1929

tiisfinctly oriental and its life fumlamentally reliKious. Religious in a sense, however, that we would hardly recognize — physically religious or so it would seem to us. Hut who is to say where the physical stops and the spiritual begins or to what extent they intermingle or even if they be two separate things?

Hut superstition as we know it is rampant in Henares for here the old come to die, and the sick to be healed.

77/,- Prarl \fnsqu,-, l/jra

To die in Henares is to go direct to heaven. All kinds of diseases are bathed in the Ganges, the water is taken home to drink and the ashes from the burning ghats on the banks float serenely on the water of the river. Many of the temples are filth\ holes of depravity and Miss -Mayo has not oxerdrawn the picture.

It was at Benares that I began to realize that India's day was done forever, that she had spent early in history her vitality as a nation as her people do as individuals. She is like a firecracker — -starting the world with the

gorgeous empire of tlie (Jreat Moguls and then fizzling slowly out.

After Henares come Cawnporc and Lucknow, two of the three centers of the great Indian mutiny of 1857 that marked the passing of the East India Co. Then Agra with its famous Taj Mahal a dazzling tomb of polished white marble built by Shah Jahan for his favorite wife. A magtu'ficent structure, yet it is after all but a tomb with no living associations, and for that reason it lacked the interest to me that I found in the old palaces at Agra and Delhi. These marked the highest splendor of the reigns of the (Jreat Mogul Emperors. They were marvelous structures for their time and indicate a lavish- ness perhaps unequalled.

From Agra ni\ wanderings took me nortli to Lahore towards the border of Afghaiustan. Lahore was at vari- ous times the capital of the Indian Empire and was al- ways the first place captured during the raids of the northern invaders, Alexander, Timerlane and others.

Prom Lahore I went southwest across the Sind desert to Karachi, the seaport of the Punjab or northern provinces. From Karachi back across the desert to Delhi, the capital of India, then south through Jaipur and Ajmer to Hombay again. Stopping but a few days in Bombay I continued my journey south through Bangalore and Madras to Colombo in Ceylon. From Ceylon I crossed to Singapore at the southern end of Malaya. Five days this took, almost as long as to cross the Atlantic. F"rom Singapore I went north through the rubber planta- tions and by the tin mines of the, Federated Malay States to Kulalumpur, Ipoh, and Penang. Parts of Malaya are still unexplored and very wild. A few herds of wild elephants still inhabit the valleys of this region and one is occasionally seen near the cities as we saw one on a Sunday afternoon near Ipoh.

From Penang I again took ship to Rangoon in Burma and then again from Rangoon to Calcutta. Once more across India to Hombay and I was soon ready to start my return trip.

As I sailed out past the Gateway of India I was thinking of my impressions of the country and its people. I had travelled over India from east to west and north to south. From Bengal where the tigers roar way down to Bangalore, from the Punjab and Lahore to far off Singapore. I had spent one whole Simday afternoon in Bangalore discussing philosophy with laya a high-caste Brahmin; I had spent many hours with (jangoole, Pro- fessor of Economics at Calcutta Lhiiversity, discussing the economic condition and outlook of India; I had talked of Hindoo art with Bose, an Indian artist; I had drunk tea in the home of Ghose, an Indian engineer and listened to Mrs. Ghose sing in Hindustani. I had talked to English- men and coolies. I had spent se\eral hours with a Baptist

. H of Palate al Itjra and llu- Gahivay to Taj from .Itjra

November. 1929

THE TECHNOGRAPH

17

missionary in Benares. I had shared my cabin from Penang to Rangoon with a P'rench Cathohc missionary priest. I had spent half a day on a rubber plantation and the other half at a tin mine. I had watched the women working on the roads, carrying baskets of dirt on their heads, and on their arms and ankles solid silver bracelets. I had seen the child mothers in Karachi and elsewhere. I had seen the mosques of Mohammed, the Jain temples, and the Hindu temples dedicated to Brama. Vishnu, and Si\a with their phallic application of the Vedic philoso- phy. I had seen the camel caravans crossing the desert and the sacred cows in the native streets. I had been in a Rajah's palace and the squalid shops of the native bazaars where rice and tea, silks, brocades, and jewels mix in end- less confusion. I had seen the fanatical hatred of Mohom- medan and Hindu break forth in riots in Bombay. I had seen reminders of the past splendor of India and I had stepped over the bodies of sleeping men and women on the sidewalks. Clothed in rags and dirt they indicate the standard of living of the great mass of Indian people.

India has produced a court in the days of the Great Moguls whose splendor has seldom been equalled. She produced at the same time a civilization that was rela- tively high.

Today she hoards her gold and silver preferring to live in squalor to buying the comforts that would raise the standard of her social life. A staggering precentage of the world's production of gold and silver goes each year into India and ne\er comes out. One year it reached the colossal figure of 14 per cent of the gold and 39 per cent of the silver production.

What of the future?

You will hear many Englishmen say that "India is living on her past glory." I have no argument with this statement. It is easy to say, perfectly true in a limited .sense, and readily accepted. But what is its significance — where does it lead you? Nowhere that I could ever discover.

It seems to me that India is the victim of self-hypno- tism. She has concentrated on the ocult so intently and so long that she cannot now distinguish between the spiritual and the physical, or refuses to acknowledge the existence of the physical altogether. She is trying to re- vitalize a caste-incrusted philosophy on a filthy and diseased condition of national life as well as of individual life. She does not realize that there is a physical phi- losophy, and a political philosophy, as well as a meta- physical philosophy nor that one cannot be developed to a high degree without a corresponding progress in the others. She does not realize that straight, clear thinking cannot come from crooked, diseased bodies, nor that the mind cannot function without the body. "Ah !" the Brahman savs. "but it can and has. Men have been

known who projected their minds out of their bodies and while the body lay inert the mind functioned and later returned to the body. " When I asked him for his proof he replied "Proof, proof, you always ask for proof." To this I replied "why not? until you can prove your state- ment I must consider it the emanation of a mind hyp- notized by the gleam of the abstract."

So it seems to me that India's present thought eiiort is

/'„// Saul \l„>,jii,

like a man trying to ride a velocipede on one wheel. The future seems to offer but little of promise. You may well ask what Christianity has to offer. It has much to offer but so far its impression has been practically confined to the pariahs and as Abbe DuBois said it will probably take other thousands of years for it to break through the Hrahmin \eneer built up through three thousand years. (Cnnliuu.J nn Pa,/,- S3}

Friday Mosquf at Dtl/ii an J //;<• Taj at .lijja

Till-: Ti:CHN()(iR.\l'H

Suvcmhcr. 1929

EDITORIAL

THE TECHNOCiRAPIl STAFF

J. W. ne\\'OI.K -30 Editor

W. P. RurnUiiiil '31 IssislanI Editor

L. J. Halvorscn '31 Issistanl Editor

L. L. Hiipc '31 -Issislant Editor

G. F. Drake '30 Irt Editor

G. MACKEV '30 Uusinrss Mancujcr

E. Burke '32 National .Idvirtisinij Manaijrr

K. C. Suhr '32 Local Ad-verlisintj Manaijrr

K. Lind '31 .Circulation Manaijcr

J. F. Elman '31 Copy Manager

ASSISTANTS R. E. Lee, R. C. Simon, T. W. Mermel, A. L. Schultz, R. Wild, E. C. Whittaker, D. Johnstone, J. Tiffany, J. V. Coombe, V. R. Kruse, F. R. (irunder, D. F. Mulvihill, A. E. Schubert, • L. Winget, V. H. Hoehn

Specifications for a Good Engineer

A good engineer must be of inflexible integrity, sober, truthful, accurate, resolute, discreet, of cool and sound judgment; must have command of his temper; must have courage to resist and repel intimidations, a firmness that is proof against solicitations, flattery, or improper bias of any kind ; must be energetic, quick to decide, prompt to act; must be fair and impartial as a judge on a bench ; must have experience in his work and in dealing with men, which implies some maturity of years; must have business habits and knowledge of accounts. Men who combine these qualities are not to be picked up every day. Still they can be found, but they are greatly in demand, and when found, are worth their price; rather they are beyond price, and their value can not be esti- mated by dollars. — Stnrlinij.

(The foregoing is taken from a framed notice in The Engineers Club at Dayton, Ohio).

This Year

At the beginning of each year, a magazine staff should review its past year's work — praise its past editor and staff — and then tell just what this year's staff will do to improve the magazine. It is difficult, terribly so, to de- termine how a magazine of this sort should be improved, and then to improve it in that way. Some say the stories should be more readable, and less engineering — implying that the two terms are different. Others say that the magazine should be one of purely engineering material — to be referred to as a text. To please both, articles of both types are run, whereupon, both factions complain that the magazine should be made citlicr one wa\- or the other.

So, in laying out the policies this year, tlie staff" has attempted again to displease both factions and present a little bit for everybody. They have attempted to intro- duce something new by presentijig to the new-comers here a brief review of three of the fraternities on this and other engineering campuses — their national organiza- tion, their local organization, and their requirements for membership. Other fraternities, professional and engi- neering, will be reviewed later. In editorials, the staff" has tried to give the reader its viewpoint on develop-

ments of engineering projects, and engineering functions both on and oft" the campus. Doings of the students, and the graduates, are reviewed.

A new cover has been designed this year — one in which the staff has tried to present a pleasing, and at the same time, a fitting design. It feels that the combined simplicity and ruggedness well fits an engineering publi- cation. The oil painting as well as the cover design is original with this magazine, both having been made by an engineering student, Forrest Drake.

If we have made faults in this issue, bear with us, for we are new and still learning. If you dislike the arrangement, tell us, and we will try to change it. If you think there is some improvement, tell us, for we, too, like encouragement. And if you are ambitious, drop around and we can keep you busy.

False Alarms

Readers of current magazines and newspapers are pe- riodically excited over the immediate prospects of tele- vision. Many ultra-optimistic discussions of this new development have been published in the past two or three years, and the emphasis has usually been placed upon the application to which it will be put. Writers have painted elaborate pictures of the television set of tomor- row, receiving a ball game, a prize fight, or an entire stage production. They have shown how the cabinet which is to house the mysterious mechanism will look and how large it will be; some writers have even given the cost of the receiver. The result of such unwarranted predictions is that many people think that next week they will be able to go to the neighborhood radio store ami buy a television receiver which will perform as the ones described. A secondary and perhaps more disastrous result accompanying the delay in appearance of the tele- vision receiver is the increasing skepticism on the part of the general public.

There is one thing that will he necessary for tele- vision to reach the comparati\e state of perfection in which we find radio today. That is the interest of the so-called amateur. The amateur of radio nursed that de- velopment through the early stages of its infanc\', con- tent with results that were reallv of little or no prac-

yovemher. 1929

THK TECHNOCRAPH

19

tical value. In the sainc \\a\' television will have to secure a portion ot its development. ^V'hen there are a sufficient number of amateurs who will sit up at night and try to imagine they see an image in their improvised television receivers and feel encouraged by minor successes, then the development of television can be expected to proceed as did radio during the vears just before and after the World War.

That the possibilities of television are great is scarcely to be doubted. The scientists and engineers who have con- tributed toward the development in the past and those who are working at present upon some phase of this problem, as a rule, have optimistic views regarding it. With hardly an exception, however, these men agree that the practical-utilitarian television is still .some distance off. The actual experimenters, inventors, and engineers are not responsible for the deceiving articles which find their way into prmt. These men are content to strive for the improvements which will some day bring the realization of the new dream. But the development needs the sympathy and backing of the public. People must take a whole-hearted interest in it, and realize that a radical development is taking place, the success of which will, in a large measure, depend upon collective effort. If the public could be kept informed of the actual state of television rather than the revised dreams of current writers, this interest would come more nearly to be real- ized, and the day when we may sit in our homes and watch a New York stage production or a great artist, would undoubtedlv be brought into the nearer future.

—ir. E. B.

Another Criticism

College engineering courses have been criticized for being too much "engineering," for not being liberal enough, for being merely trade schools. And they have been denounced because they are too liberal, because the\' require too many subjects which do not help in the least in procuring a livelihood. So faculties have merely smiled and continued the courses in the same general way.

But there is a fault in the education given here — an omission which would help in both earning a living, and living upon what is earned. For too many times stu- dents leave college without the proper appreciation of money values, whether it be the values of the equipment he handles, or the value of the money he spends weekly on his laundry — and until he learns that, as he must to continue in the industries, he is severely handicapped.

America has been called the land where the dollar is almighty — where money is king. And be that true, or be it false, in industry money does play the big part. For companies are organized to make money, and to return this profit to the shareholders. As long as they do this. operation continues. Should they all, or any one of them forget that side of the case and spend their encrg\' in merely helping humaiuty, the organization would soon cea.se to exist. For a man to become a part of this organi- zation, he must prove to them that he, too, is willing to help them earn dividends.

It is in this way that engineering theory, as it is taught in schools should be revised. For the best is not always the best, and the cheapest may sometimes be the most expensi\e. The science of relative values is not taught as it should be. A more efficient motor or power plant is sometimes very undesirable, because of the initial investment — and in more cases than not, the best costs far more than it is worth.

Economics are the basis of sales — and thev are not

taught the engineer while in school. Too little is said about "fixed" charges, and far too much about "effici- ency." The electrical engineer learns that to drive a loco- motive by electricity requires about half the power at the coal pile that is required for a steam locomotive. And in addition to this, moving "storage" is eliminated by doing away with the tender and coal car. Therefore all railroads will electrify as soon as they can accumulate enough capital for the original investment! But, it is forgotten that much less than half the cost of electrical power is in cost of the coal and water — that one of the biggest delays or obstructions in the way of railroad elec- trification is the higher cost of electrical fuel — for there are, here, "fixed" charges which are greater than f\iel charges.

And the mechanical engineer finds that feed-water heaters, superheaters, stokers, crushers all increase the efficiency, of the boiler. But he forgets that often the increased cost more than offsets the saving.

Whether the engineer is to handle problems involv- ing millions of dollars, or whether he is to handle only his own small problems as to what priced suit he is to wear — why not help him by teaching him the importance of money, and of the "stand-bv" losses of this money? —J. Jl\ D.

The Schaefer Prize Competition

What ejigineer has not had occasion to admire a well-written technical article, or curse some carele.ssly prepared affair which leaves only a haze over the whole subject it treats? And what engineer has not seen the time when the ability to explain some operation or mech- anism clearly and logically would have been an invalu- able asset ?

To the student engineers of the University of Illi- nois comes each year the opportunity to gain proficiency in such writing. John V. Schaefer, an alumnus of the University and president of the Cement (nin Construc- tion company of Chicago, offers annual prizes of $50 and $25 for the best two papers by students describing some practical engineering experience. The following are the conditions governing the competition :

The writer must be a student of the University of Illinois beyond his freshman year in the College of P'ngineering, and he must present his paper early in January. The awards will be made during the second semester. No student can receive the prize more than once.

The essay must describe an engineering project on which the writer has been personally engaged, and shall be accompanied h\ photographs and drawings made b\' the writer. It must contain not less than 1500 words nor more than 2500 v\-ords, and it must be written by the contestant himself either in legible longhand or on a typewriter. No amanuensis or stenographer may be em- ployed. It is to be written on one side of standard 8 1-2 by 11 inch (letter size) paper, with 1 1-4 inch margin on the left. Each essay must show the name and address of the writer.

The papers will be graded by three judges to be appointed by the Dean of the College of Engineering. In making the awards consideration will be given to diction, grammar, spelling, logical arrangement, com- pleteness of description, excellence of sketches, drawings, and photographs, and accuracy of detail.

Papers must be submitted to the Dean of the College of Engineering not later than 5 p.m. on Wednesday, January 8, 1930.

(Continued on Pagr 44)

2(1

THK TF.CHNUK^RAPH

No

,her, 1929

'?

ONTEMPORARY

engineerincT'news^

i

i\cw Features of l)esii*n in Bellanca Plane

Sfveral novel features of airplane de- sijjn are combined in the new Bellanca tandem monoplane, which has been going through a series of tests at New Castle, Delaware, preliminary to the projected endurance flight under the sponsorship of the Chicago Daily News. The September issue of "Aviation," carries a complete description.

The name is due to the location of the two Pratt and Whitney Wasp engines, which are located back to back on the center line of the plane. The forward propeller is connected in the customary manner; a four inch shaft from the rear engine transmits power tn the rear pro- peller, a three blade type, located back of the sharply streamlined fuselage. The tail surfaces are attached by outriggers to the wings, and the controls pass through the wings and outriggers to the rudder and elevator groups.

The primary purpose of the design is "to provide a multi-engincd airplane which will retain the efficiency and ma- nouvcrability of a single-engined craft." The tandem arrangement, it is easily seen, keeps the frontal area of the plane prac- tically the same as that of a single en- gined craft, at the same time increasing its power, while an accident to one of the engines does not produce the "drag" that the failure of an engine mounted to one side of the center line has on other two- motored ships.

Every possible attempt has been made to derive lift from all major units. Struts and bracings are similar to those of the Bellanca Model K plane Roma, produced over a year ago.

The interior arrangement of the present craft differs from that of possible future ones of the same design because of the special purpose to which it is to be put. The gasoline tanks have a combined ca- pacity of over 1800 gallons, and occupy the front and lower portions of the fuse- lage. They are of aluminum, and con- tain bulkheads to prevent the li(iuid from swashing about and disturbing the balance of the plane. The dashboard contains all of the instruments necessary for blind fly- ing, including two earth inductor com- passes arranged in parallel, so there can be no possibility of failure. The shaft of the rear propeller passing down the cen- ter of the fuselage divides it into an upper and lower "deck" — in the present model the lower deck is used for auxial- iary gas tanks, while the pilot and co- pilot are seated in the upper half. The rear part is for the use of the radio op- erator, who has nine feet of clearance, allowing him to stand if he so desires.

The overall width is 83 feet 2 inches, and the length 44 feet 2 inches. The fuse- lage is 25 feet long and nine feet high. Weight empty is 7000 pounds, and the

plane is designed to carry a load of 14,000 pounds additional. There are 912 square feet of wing surface.

The tandem system should prove to be a valuable safety device, as it will prac- tically elimin.ate forced landings due to motor failure.

The World's Largest Electric Generator

The largest generator of electric power in the world has been placed in operation at Hell Gate station of the United Electric Light & Power company, 134th street and East river. New York City.

This machine, built by the Westing- house Electric and Manufacturing com- pany, has a capacity of 165,000 kilowatts, or approximately 222,000 horsepower. The next largest unit, which is located in the same station, is rated at 214,000 horse- power, while the next in size develops less than 150,000 horsepower. In comparison, the world's largest waterpower generator develops about 80,000 horsepower.

With 222,000 horsepower, a million homes can be lighted simultaneously, or excellent illumination could be provided for a highwav running twice around the world.

Though massive in construction and im- posing in appearance, the great Hell Gate unit is remarkable, rather for its compact- ness than its size. Close by, in the same station, is a 67,000 horsepower machine which was installed a few years ago and was the engineering marvel of its time. .'\lthough the new unit develops more than three times the power of the older one it is less than twice as large.

The unit is of the cross-compound type ; that is to say, it consists of two turbines, one operated by high-pressure steam and the other by steam exhausted by the first. Each turbine drives an electric generator rated at 80,000 kilowatts, and in addition, the low-pressure turbine drives a third generator, which is rated at 5000 kilo- watts and supplies power for use in the station. The two main generators are en- closed in a single semi-circular housing into which cooled air is blown for ventil- ating purposes and which gives them the appearances and which gives them the ap- pearance of a single machine.

Steam is supplied at 265 pounds gage pressure and 700 degrees Fahrenheit total temperature and is discharged into the condenser at a pressure of one inch mercury absolute. To condense it, 155,- 000 gallons of cooling water are pumped through the condenser every minute — an amount of water that is about equal to the dailv consumption of the Borough of Brooklyn.

The dimensions of the unit are: length 91 1-2 feet, width 40 feet, height above floor line 27 1-2 feet, weight 1300 tons, speed 1800 revolutions a minute. — It'rslinijhousi- College Press Service.

Determining Bed Rock Depth by Electricity

A recent issue of the Canadian Mining Review carries the description of a method for determining the depth of bedrock by means of electrical apparatus used on the surface of the ground. The method was devised by Conrad Schlumberger, m.e., a former professor in the School of Mines at Paris. It has recently been used in connection with a survey of conditions at the Fifteen Mile Falls development of the New England Power association.

The method is based on the difference in resistivity of various kinds of soil and rock. A current passing through perfectly homogenous soil would set up a regular electric field, and the potential at any point could be calculated. If a mass were present, however, with a diflferent resis- tivity, the field would be distorted. The resistivity of this foreign mass being known, its location could be determined bv a sufficient number of observations.

The field operations consist of passing a current between two grounded, mov- able electrodes, and observing the poteri- tial between the two points. A graph is prepared, plotting resistivity of soil against the depth. The abscissa correspond- ing to the ordinate whose value is the resistivity of the bedrock is thus seen to be the depth of the bedrock.

In actual practice, at the development mentioned above, the electrical operator took observations at ten points where drillings had already been made, but he was kept ignorant of the results of the borings. His estimates were compared with the actual results of boring, and found to agree in five cases within five per cent. In the two cases which varied more than 18 per cent from the drill findings, an explanation was found in that at one point the drill had struck a high point in the bedrock, and that at the other there was a glacial deposit of rock similar to the bedrock and between it and the surface.

.•\fter these checks were taken a sur- vev of 250 acres was made from 200 observation points, and a contour map of the bedrock surface prepared. From one to three observations were made per day, at a cost of $50 to $100 each. The cost of the entire survey was very little more than the cost of some of the indi- vidual drill holes used in the check,_which had to penetrate glacial deposits of gravel, etc.

The application to general civil engi- neering work is obvious. The develop- ment of the process should prove invalu- able in the case of location of dams, bridge piers, and tunnels. At present, of course, it has many limitations, and would be entirely useless where there are a great variety of soils and rocks at various an- gles, but in regular formations it has al- ready been used to great advantage, as

Xovnnhcr. IQIQ

thf: technograph

21

shown above. Another point in favor of this method is that the entire equipment weighs only a few hundred points and can be transported easily by Ford. It may be used in the winter, when frozen ground would hamper or prevent drilling.

Nicarai>uan Canal Af*ain to the Fore

It appears that the long-talked-of Nicaraguan canal is soon to be a reality, if the recently appointed Nicaraguan Canal commission reports favorably on the results of a survey of the territory which will commence next month.

Maj. C. P. Gross, for two years district engineer in the Los Angeles district, will leave Washington in about a month to superintend the survey, which will be in the hands of the army engineers. He will encounter formidable problems in survey- ing from the start, it being necessary to carry the line through tropical jungles and marshes where in most places the transit will scarcely be able to shoot 50 feet with- out a line being cleared. Maj. Gross will follow the course of the San Juan river to Lake Nicaragua, and from there will go to Brito on the Pacific coast.

The canal plan under consideration at present was proposed first in 1901. Brief- ly, it includes: (1) building harbors at both terminals — Graytown on the ."Atlantic and Brito on the Pacific, (2) a 40 mile canal with a series of four locks, from Graytown to a point on the San Juan River, (3) a dam a quarter of a mile long to make the locks effective, (4) Prep- aration of the channel of the San Juan from the canal entrance to Lake Nica- ragua, (5) a canal with a series of four locks from the west side of the lake to Brito on the Pacific. The estimated cost is in the neighborhood of $250,000,000, and the construction will cover a period of from eight to ten years. The building of almost 100 miles of railroad from the .■\tlantic side will be necessary for trans- portation during construction, and air- planes will be used for rapid communica- tion between the terminals.

One of the most interesting features of the work will be a cut with a maximum depth of 297 feet, and over 3,000 feet long, through the Tamborcita ridge in eastern Nicaragua.

The canal under consideration has long been discussed. In addition to supple- menting the Panama canal as a trade route (which will be necessary within the next few years) it will furnish the United States another valuable defense in time of war, and despite its great length will reduce steamer time from New York to San Francisco by more than 24 hours. — .IdaplfJ from a news feature in the Kansas City Star.

Prequalifications of Bidders

Contractors have been paying consider- able attention recently to various plans of protection against irresponsible bidders on contracts for public works. The ques- tion has become exceedingly important as the amount of such work has increased enormously in the last two or three years.

It is obvious that the less a bidder knows of costs, overhead, incidental ex- penses, and the like, the lower he can make his hid. The experienced contractor is handicapped, therefore, and is often forced out of the bidding by one of this class. He is also forced to compete with contractors whose inferior c<|uipment per-

mits of a smaller allowance for operating expense, and with that class of unscrup- ulous bidders who either gamble for the breaks or go into the work with the idea of "making theirs" off the sub-contractors.

From the standpoint of the public of- ficial, too, the situation is troublesome. He is either forced to go to the expense and delay of calling for new bids, if an ir- responsible contractor is low bidder, in which case he runs the risk of having the same contractor low the second time, or he awards the work to some other than the lowest bidder — a proceeding which press and public would be slow to understand and which might delay the work with lawsuits — or the incompetent contractor is given the job as the best wav out of the difficulty.

The committee on ethics of the Asso- ciated General Contractors of America has set about to remedy the situation by some form of pre-qualification, so that responsible contractors may be given an advantage. They define responsibility as knowledge, ability, and will to do, and would require contractors to have done work previously similar to that on which they are bidding, to have enough equip- ment available to handle the work, to have a clean record of building jobs behind them, and to have assets totalling at least twenty per cent of the cost of all pending work with which they are connected, before they would be entitled to bid on public works. Qualified contractors would be listed fol- lowing investigation by a board, at stated intervals. Financial standing and other information of a personal nature would be treated with strict confidence.

The objection might be raised that this plan would bring about a great oppor- tunity for favoritism and monopoly. Other professions, such as law and medi- cine, have their "entrance requirements," however, without favoritism, and monop- oly could hardly exist as long as there remained the option of construction of public works by hired labor. Wisconsin has had a pre-qualification system for two years in regard to highway work, and reports it successful. Kentucky and New Jersey have similar regulations, and other states are rapidly following suit. — Idapted from an arliile by PliilUp Really in -Publie Works."

Moving a Mountain Into the Sea

Moving a mountain into the sea is the task engineers in Seattle have imposed on themselves, and the work, abandoned after a former attempt in 1910, seems noiv on the road to completion.

The obstacle being removed is Denny hill, located in the heart of the city and containing some 4,223,000 cubic yards of material, rangi[)g from wet sand to hard- pan. -At its highest point it is 89 feet above grade. It covers 32 city blocks.

The most interesting feature of its re- moval is the use of an enormous belt con- veyor, which carries the dirt for over half a mile from the hill to Puget Sound. It is supported by a wooden trestle 18 feet above street level. In its entire length it crosses eight streets, and the maximum trestle span at one of these crossings is 72 feet. The belt is a yard wide, and moves with a velocity of 600 feet per minute, giving it a capacity of 500 to 600 cubic yards of dirt an hour.

The actual work of cutting down the hill is accomplished by six shovels, four of two yard capacity and two of one and

one-half yards. They dump into metal hoppers which run on wooden rails to a portable belt conveyor. This belt is moved ahead as the work advances, so the haul in the hoppers is always short. It lifts the dirt from ground level to the elevation of the main conveyor line, and transfers it to the latter.

Disposal of the dirt removed is also un- usual. From the conveyor, which term- inates at the Sound, the dirt passes down a chute onto barges, which when loaded are towed to a deep part of the bay. Valves to eccentric tanks are then opened, and in three minutes enough water has been admitted to capsize the barges. Eight more minutes are lequired to empty the tanks again, and the barges return bottom side up to receive the next load, when the operation is repeated.

The 1910 project for removing the hill employed hydraulic methods. Engineering News-Record, which carries the account of the present plan, does not explain why it was abandoned.

New Alloys for Automobiles

The American Machinist reports sev- eral important developments in the use of alloys ill automobile manufacture, which were brought out at the national exposi- tion held recently at Cleveland.

High chromium steel and iron are coming more into use as the price de- clines. Sheets and strips of these alloys are replacing chromium plate in decora- tive parts, and from 2 1-2 to 15 pounds are used in each car. A ductile high chromium iron manufactured under the trade name of Defirust is used in thin sheets on round radiataor caps, bolt heads, hub caps, handles, etc., to give a fine, lasting finish at a reduced cost.

.\ larger use of the chromium alloys than in decorative parts may eventually be found in structural members, however. Due to their noncorrosive properties and high strength they can be used to ad- vantage in pump shafts and wire wheels, where the old plating process would leave joints weakly protected against water.

Two steel companies are producing Nitraloy, a hard non-corrosive steel for use in shafts, cylinders, tappets, and gears. It is made by a patented process involving heat treatment in an ammonia bath, and the product is said to compete favorably with high chromium steels, and to be less expensive. There has recently been developed, also, a nickel and chromium iron alloy for castings. It has been used for brake drums and tests have shown it to be more resistant to wear than forged steel drums.

Two interesting exhibits of the .Alum- inum Company of Amejjca were a new piston alloy and a duralumin girder. The piston alloy has a lower co-efficient of heat expansion and higher heat conductiv- ity than metals in use at present, which of course allows for closer fit. The chief objection lies in the machining, which must be done with special tools. The alloy contains about 14 per cent of silicon. The duralumin girder was developed for use in the Goodyear Zeppelin. It is made of thin sheets riveted together in the form of a hollow rectangular prism. The chief feature of interest is that a flange, turned inward, is made about each of the holes punched in the sheets to reduce the weight. The flanges strengthen and stiffen the girder, thereby decreasing the necessary weight.

Tin; 'ri:cHN()(]RAPH

Novewher. 1929

RT

DEPARTMENTAL

NOTES

W^

Architectural

The Oepartmciit of Architecture was awarded the medal given each year by the American Societe des Architectes Diplomes par le Gouvernement Francais. Only one medal is awarded each year and we got it! It is awarded tor general ex- cellence in teaching architecture. We have e'lualled any other school of design in the ("nited States this past year. The medal is to he formally presented at a meeting of the Department of .■\rchitecture to be sponsored by Scarab, the professional architectural fraternity.

Heinie Wolf was elected President of Scarab at a meeting held last spring. The other officers elected were: Glenn Lyon, vice-president; Ed. Gorman, treasurer; Charles OeTurk, secretary; Lou Buttner, sergeant at arms. Plans for meetings and department smokers arc now being formed.

(iranville Keith, who taught here for a year before he won the X\' Plym Fellow- ship in Architecture, returned after a year abroad to resume his duties as instructor in design.

Max Abrainovitz, who graduated last June, spent last summer doing post-gradu- ate work at Lake Forest, Illinois, on an appointment offered by the foundation of Architecture and Landscape ."Architecture for outstanding work in design. He has complete all requirements for a certificate from Beaux .Arts Institute of Design. Abramovitz is now teaching design here.

Morris KIcinman, also of June '29, is working here with Max. He spent the summer at the School of Architecture at Fontainbleau, France. He received the Fontainbleau Scholarship last year, in addition to manv other awards in B. \. I. D.

Pierre Bezy, because of his outstanding record in design, has been appointed as- sistant in architecture.

Bob Lavicka *ivas elected president of Gargoyle recently. The other officers are: vice-president, Ed Slygh ; treasurer, Carl Scheve ; secretary, Don Laidig.

Norman F. Brunkow '17, spent two days here this fall collecting material for a speech on Fireproofing of Modern Steel Frame Buildings to be given for Under- writers'. He is assistant to the chief en- gineer for Graham, Probst, & White. The structural design of the Foreman Bank Building in Chicago was in his charge.

Ceramics

The activities of the department of Ceramic Engineering at present are con- fined mostly to research, (iraduate re- search assistants are working on several things including measuring of the fatigue strength of electrical porcelain; the thermal expansion of Portland cement and the volume change of Portland cement upon being exposed to the atmosphere ; the preparation and properties of spinels; the effect of furnace gases on enamels; and the determination of the physical and chemical properties of sewer pipe clays.

Two graduate assistants, R. D. Rudd and .\. J. Monack have become full time research assistants, while L. Shardlow, C. (i. Harmon and H. W. Alexander have becTi made half time assistants.

The I'tilities Research Committee met here on November 8.

The Hall of Casts, occupying the west wing of the first floor of the Architecture Building, has at last been rounded into exhibition shape.

Civil

The usual fall smoker given by the Central Illinois Section of the A. S. C. E. at the Illinois I'nion Auditorium was not just another smoker, but was a meeting of engineers and student engineers. There \vere several hundred in attendance.

Prof. Pickles welcomed the young en- gineers in behalf of the Central Illinois Section, and pointed out that one of the reasons for the smoker was to have the students meet the outstanding engineers in the field and to get acquainted among themselves. He also told of the activities and the purpose of the Student Chapter of the A. S. C. E.

Mr. Ross, contractor, consulting en- gineer, and member of the Illinois Section at Chicago delivered the address. Mr. Ross told what the \. S. C. E. represented, its purpose and ideals, and pointed out the wonderful advantages the young engineer would avail himself of by becoming a member of the student chapter. He said it was the first step on the road to mem- iiership in the Societ\". The student chapter, he continued, affords an excellent opportunity for the student to gain material profit and a closer contact with the profession and professional brothers. All members of the senior class are eligible for Junior Membership upon graduatioit and should send in their ap- plications some time before leaving school.

This was followed by a talk by Mr. Benedict, President of the Illinois Central Section of the A. E. C. E., September 26th. 221 Engineering Hall was packed to the gills on October 10th, when Prof. Hunt- ington gave an illustrated lecture on "Bridges in Switzerland." There were so many there that Prof. Huntington had to give his lecture over again.

On October 24th, Mr. T. Chalkley Hat- ton, consulting sanitary engineer from Milwaukee, Wis., gave an exceedingly in-

teresting talk on "The Engineer as a Pioneer." But this is not all — there are more to come. Below is schedual of the meetings of the society for this semester:

November 7th — Mr. L. F. Harza, con- sulting engineer, Chicago, III., who will speak on "Business Knowledge for En- gineers."

November 21st — Mr. Herman Von Schrenck, consulting timber engineer for the N. V. C. R. R. Co., St. Louis, Mo., who will tell us the part timber plays in the engineering profession.

December 5th — Mr. Bartholomew, who will speak on "City Planning in the Field of Civil Engineering."

December 19th — A film released by the Du Pont people entitled, "Hydroelectric Power Production in the New South."

January 9th— Prof. T. T. Quirk of the Geology Department, who will talk on the new experiments he has been conducting.

On looking over the schedule, the thing that stands out most is the variety of the program — the speakers cover nearly every part of the field that a civil engineer would be interested in, and those who are to speak to us next semester will cover even more.

Prof. C. C. Wiley gives us the follow- ing about his summer:

My summer's work was quite interest- ing. I spent it trying to do the things no one else would do with the firm ot Barker, Flavin, Sheets and Wallace, Con- sulting Engineers, Chicago.

Our office was on the 34th floor of the Pure Oil Building where the view of the city and lake was was magnificent, and we could watch the progress on the Civic Opera and especially the Merchandise Mart. The offices were quite comfort- able but about the time it began to feel warm up there I would be sent out to Tessville, or Maywood or some such place where the street temperature gave Chicago its claim as a summer resort.

My work consisted in helping along the regular routine work of sewers, pave- ments, etc., and of undertaking the numerous odd jobs always coming to such offices and which the regular engineers could not de\ ote time to and which could not be trusted to the younger and less ex- perienced men in the drafting room or in charge of field work. This work ranged from checking sidewalk grades to revamping the entire water supply sys- tem of a suburban village. A pleasant diversion was a trip to Springfield to examine and report on one of the boule- \'ards in need of improvement.

One of the interesting features lay in connection \vith the water supply of one suburb. The population was about 5,000. The water was obtained from three wells, each delivering slightly over 200 gallons per minute or combined output of about 850,000 gallons per day. Records for 1928 show an average daily consumption of

Swemhcr. 1929

THE TECHXOGRAPH

23

only about 250,000 gallons per day so that the three wells easily supplied ample water. During the hot weather, however. the peak load took a big jump with rather astonishing results. The residents would begin to return from the city and between domestic use and yard sprinkling the use of water was enormous. On numerous occasions the three wells barely kept the 80,000 gallon storage tank filled, mean- ing a consumption of 850,000 gallons per day or about three and one-third times the average. But on at least three occa- sions during the summer on very hot days the tank was emptied in about three hours in spite of the efforts of all three wells. This increased the rate of consumption to a peak of 1,500,000 gallons per day or six times the average. This high rate would end about dark or 9 o'clock after which the tank would fill and perhaps be idle for two or three hours preceding daylight.

It can be readily seen that the fire pro- tection in this village was extremely pre- carious. Had a fire occurred on any eve- ning between 5 and 9 there would have been available only the reserve in the tank, generally less than 80,000 gallons on the hottest days. There was absolutely no water for fire fighting. Fortunately no fires occurred, but the happiness of the \illage Board was not increased by my report.

Of course I went to the .■\nnual Con- vention of the American Society of Civil Engineers in Milwaukee, July 10-12 and had a fine time.

Chi Epsilon, honorary civil engineering fraternity, has elected the following officers for the year;

D. H. Murphy, president.

G. C. Lewis, vice-president.

S. McCune, secretary and treasurer.

I-. A. Dollahan, corresponding secretary.

A very active program has been laid out for the year, and it will be gotten under way, very soon, with the pledging of several new men.

Electrical

This being the year of the biennial E. E. Show, much interest has been shown in the Electrical Engineering Society meetings. There has been some talk this year of discontinuing the Show, but a re- cent meeting of the Society voted unani- mously in favor of the Electrical Show.

The first meeting of the Society was held in the E. E. Lab. Sept. 20th, and was attended by two hundred potential electrical engineers. .■\fter President Wenzel had outlined the history and .ichievements of the Society, members of the Department Staff spoke of past shows. R. J. NIcClenchie was presented with a Standard Electrical Engineers Handbook in recognition of his high scholastic average in his freshman year. Cider and doughnuts were enjoyed by all.

The jiuiiors had a special program dur- ing the absence of the seniors on the in- spection trip, which proved vcrv success- ful.

Last year, the proceeds of previous E. E. Shows were combined to form a Stu- dents \jnnn Fund which benefits junior and senior E. E.'s. It is hoped that the fund may be enlarged upon after the Electrical Show next spring.

tion, held November 7, 8, and 9.

The officers directing the activities of the organization this year are: C. A. Huebner '30, president; \V. H. Formhals '30, vice-president; C. E. O'Donnell '30, recording secretary; S. R. Jordan '30, cor- responding secretary; and L. G. Ramer '30, treasurer.

This year's activities began with the smoker held October 3 for juniors and seniors, eligible to membership in the or- ganization. Students in the department of electrical engineering are looking forward to the bi-annual E. E. show.

General

The formal initiation of Phi Alph; Lambda was held at the Inman Hotel on May 21st last semester.

The new members are: \V. C. Schulte '30, H. R. Lissner '30, S. P. Langhoff '31, R. H. Anderson.

We are certainly glad to welcome these recently initiated men into our organiza- tion.

"Bill" Julian acted as toastmaster at the initiation banquet, and a hearty welcome was given by President "Neb." Burnam . followed bv a response from the initiates by R. H. Anderson.

Dean Jordan gave a short address on the scholastic ideals of Phi Alpha Lambda, and Prof. Hall spoke on the op- portunities open to general engineers aftei graduation.

Mechanical

The installation of the new generating unit in the t'niversity Power House has been completed, and the equipment has been in operation 2+ hours a day since September 16. The 1250 K. V. A. genera- tor has a direct connected exciter and is driven by a single stage CJeneral Electric non-condensing steam turbine.

The turbine is of the latest design and has incorporated in it many interesting features. It was designed for 1+0 pounds per square inch gage pressure and 15 pounds back pressure. The operation is non-condensing because of the need for exhaust steam in the heating system. The turbine runs at 3600 r. p. m. and is directly connected to the 3 phase, 2300 volt, 60 cycle, alternating current gene- rator.

The installation employs the closed sys- tem of cooling generator windings in which the air is cooled and recirculated. The oil tank capacity is unusually large, holding 5 50 gallons of oil. The oil is also subjected to cooling in order to dissipate the heat of the bearings. An auxiliary oil pump is used to supply oil for starting and stopping the generator and turbine be cause of the high speed. The oil pump is steam driven, and develops 40 pounds per s(juare inch pressure. It is automaticall> cut out when the turbine comes up to speed, and a worm driven pump develop- ing 50 pounds pressure delivers oil during normal operation. Oil is supplied to the main bearings at a pressure of 12 pounds and is also used in connection with the governor.

Alpha of Eta Kappa \u, honorary electrical engineering fraternity, celebrated its twentv-fifth anniversary at its conven-

Military

Members of the engineering advanced corps of the R. O. T. C. enjoyed the smoker October 16, sponsored by Tau Nu Tau, honorary and professional military engineering fraternity. The organization will also give a formal dance this year,

date to be announced later, and will in- stall additional charters.

Previously known as the Engineer Officers club with unrestricted member- ship, the fraternity changed its name one year ago and decided to enroll only men of the advance corps, selected on a basis of their merit and proficiency in military en- gineering.

It is organized with the purpose of pro- moting interest in affairs pertaining to military engineering, and for this reason it is customary to have some regular or reserve army officer speak at each meet- ing. Through this contact with the officers and among themselves, a spirit of military brotherhood is fostered.

The officers elected last May are D. A'. Johnsen, president; C. A. Nelson, vice- president; S. G. Weinberg, secretary; and E. R. Bear, treasurer.

Railway Club

The first meeting of the Railway Club was attended by the largest group that has been to a function of the club in the past two years. Plans were made, in the rough, at this meeting, for the functions of the club during the remainder of the semester. Cider and doughnuts con- cluded, very fittingly, the program.

The second meeting was held some twi) weeks later, and at this meeting a moving picture, "Power Development in the South" was shown — a very interesting film released by DuPont, showing the con- struction of the new hydroelectric develop- ment of the North Carolina Power and Light Company in the CJreat Smoky mountains.

Meetings were temporarily suspended during the period of the engineering in- spection trip, and the first meeting after the trip was held with a talk by E. I>. Stover, r.e.e. '20, who talked on "What Lies Behind the Ticket." This last meet- ing proved to be the most interesting of the year thus far, and was attended by an even larger crowd than was the first meeting.

The Railway Club is looking forward to helping the E. E. Society in the bi- ennial electrical show, and providing ex- hibits of miniature trains, signal opera- tion, and other subects covered under rail- way work.

Senior Inspection Trip

Engineering seniors made their atuiual inspection trip from October 30 to Novem- ber 2, and arc still talking about it. It proved to be interesting and valuable as the following itinerary suggests:

Civil engineers visited the Illinois Steel company of Gary, Indiana, American Bridge works at Curtis, Indiana, the ce- ment plant at Buffington, Indiana, sewage treatment plant, bridges on the Chicago river, and the Midland terra cotta plant at Chicago. In charge of the civil en- gineering group were Profs. W. C. Hunt- ington (head of the department), J. S. Crandell, Hardv Cross, J. 1. Doland, and F. E. Stubbs.

The sanitary engineers took a trip through the north shore towns inspecting the water supply and sewage plants. The highway group inspected the city and county highways in and about Chicago.

Fhe electrical engineers inspected the Hawthorne plant of the Western Electric company, -Allis-Chambers and Westing- house lamp works at Milwaukee, the State Line (Jenerating company power station, the hydro-electric plant at Joliet, the (Conlinuid on Page 30)

24

THK 'ri:CilN()(]RAPH

November, 1929

NOTHS

i)

he has been operating official in

Wii.i.iAM Lamont Abboit, who receiv- ed a certificate in mechanical engineering in 1884, was one of three alumni who were granted honorary degrees at the commencement in June. Abbott is the president of the Alumni Fund Board under whose auspices the Alma Mater group by I.orado Taft '79, was pre- sented.

In pre s e n t i n g Abbott to receive his degree. Profes- sor A. N. Talbot '81, said:

"Mr. Abbott was a pioneer in elec- tric lighting and electric power gen- eration and distri- bution forty years ago. For thirty-five chief administrative

furnishing light and power to the homes, the industries, and the transportation com- panies of one of the great cities of the world, and responsible for the economical, safe, and certain operation of this great agency.

"Mr. Abbott has been instrumental in promoting the public welfare through ad- vancing the art of the utilization of coal and the making of steam and in the pro- duction and transmission of electrical energy by greatly improved methods and on a gigantic scale. He has distinguished himself by advancing the science and art of engineering, and has been honored for his accomplishments by many national en- gineering societies.

"Mr. Abbott was a trustee of the Uni- versity of Illinois for eighteen years, serv- ing as president and member of the exec- utive committee. His breadth of vision, his business acumen, the wisdom of his counsel, his loyal and devoted service at the sacrifice of personal interests, exercised through a period of the I'niversity's great development, have made a most not- able contribution to the life and well- being of the t'niversity."

While on a tour of the .American So- ciety of Mechanical Engineers this July, .'\bbott was made a member of the Black- foot Indians, his name being Ome-sa-ga- me, meaning Chief Hig Lake. The initia- tion ceremony took place at Glacier Park hotel, Montana. Besides being a member of numerous engineering societies, Abbott is a member of Adelphic, Tau Beta Pi, and Sigma Xi.

Morgan' J. Hammers, m.e. '99, is now vice president of the Petroleum Heat and Power company of Stamford, Connecti- cut, which was formed by the merger of the Petro company and the American Nokol corporation of which he had been president.

Arthur C. Hqbbi.e, e.e. '01, is now the chief engineer for the Ebro FJectric com- pany in Spain. This is the largest electric company in southwestern Europe, running a large number of plants and utilizing the water power from the mountains.

After graduating in 1901 Hobble worked for the General Electric company at Schenectady, N. V. He was then sent to southern India where he supervised the installation of a large hydro-electric plant and the operation of the unit.

Hobble returned to the University to do graduate work and obtained the degree of master of science of electrical engineer- ing in 1911. He was put in charge of the installation of electric plants in Mexico where he stayed until the revolution stopped work on the plants. Hobble is now in Barcelona, Spain.

Joseph G. Worker, m.e. '0+, assistant to the president and director of the American E n g i - neering company of Philadelphia, is an authority on me- chanical stokers, having been busy with fuel-burning devices for the last twenty-five years. For the last six years he has spe- cialized on the un- derfeed type of stoker. He was with Westinghouse for fifteen years, some of the time as manager of the stoker de- partment at East Pittsburgh. Worker was formerly president of the Stoker Manu- facturers' association.

H. Cari, Woi.k, e.e. '13, has resigned as chief engineer of the Public Service com- mission of Maryland to become associated with the Central Public Service company, with headquarters at Chicago, where he will act as assistant to the operating vice- president in charge of gas operations. The company owns gas, electric, and other properties in twenty states and in Canada.

Following his graduation. Wolf re- turned to the University in 1920 to receive a professional engineering degree. He has served as assistant engineer of the Illinois Commerce commission and later took over the management of the Edwardsville, Illi- nois, water supply. During the war he served two years in the army, eighteen months of that abroad. In 1920 he went to Baltimore to make a study of the or- ganization and personel conditions of the state for the governor. He >vas appointed assistant chief engineer of the Public Service commission in 1921 and became chief engineer the following year. He is president of the Engineers club of Balti- more and a director of the local section of the American Institute of Electrical En- gineers.

LiEUT.-Coi.. John T. Siewart, e.e. '09, of the engineers reserve, was buried with full military honors on June 13, 1928, at Arlington National cemetery. Born on January 13, 1868, near Loda, Illinois, he attended the Paxton academy and Grand Prairie seminary. Entering the University. he received a degree of bachelor of sci- ence in 1893 and his engineering degree in 1909.

His home was in St. Paul, Minnesota, where for many years he practiced as a consulting engineer. For several years he was professor and chief of the division of agricultural engineering at the University of Minnesota, resigning at the outbreak of the war. From 1922 to 1928 he was state game and fish commissioner for Min- nesota. At other times he had served in the United States Geological Survey and the I'nited States Department of Agricul- ture.

Stewart was active in military work in the University and was major in the Of- ficers Reserve Corps in 1917, when he was made lieutenant-colonel of engineers in the regular army. He was honorably discharged in 1919 and later was appoint- ed lieutenant-colonel in the reserve.

He is survived by his widow, the former Ida Belle Wilson. He was a mem- ber of Sigma Xi, Alpha Zeta, and Tau Beta Pi, and numerous professional so- cieties.

F. B. Mai.tbv, e.e. '82, as chief engineer of the New York Airport corporation, is building airports in various places around the country. Soon he will leave for Germany to get new ideas on air- ports there. He was recommended for his new position bv John F. Stevens, former chief engi- neer of the Panama Canal. M a 1 1 b y worked on the Ca- nal from 1905 to 1907. A few years ago some work for the Firestone Rubber com- pany took him to Monrovia, California.

Rov I. Webber, e.e. '06, died in May at State College, Pennsylvania, where he had been on the staff of Pennsylvania State college for twenty-three years. For the last eleven years he had been superin- tendent of grounds and buildings, super- vising all new building projects of the col- lege.

From 1902 to 1906 Webber was an in- structor in civil engineering at Illinois. Born on August 27, 1876, at Warsaw, In- diana, he attended the local schools and went to Purdue university where he re- ceived the degree of bachelor of science in 1899. He was a member of Acacia and Tau Beta Pi.

November. 1929

THE TECHNOGRAPH

25

The first award of the Lamme Memo- rial Scholarship, founded by the Westing- house Electric and Manufacturing com- pany as a tribute to its late chief engi- neer, Benjamin Garver Lamme, has been made to L. F. LuDWic, e.e. '25.

This scholarship is to be awarded an- nually to an engineer in the employ of the company who has shown outstanding ability in his work, according to L. A. Osborne, chairman of the committee of award, to carry on a year's post-graduate study in a school which he may select, either in this country or in Europe. Lud- wig has chosen the Techniche Hochschule at Charlottenberg, near Berlin, and will leave early in September for his year's work abroad.

Ludwig, who is a railway motor engi- neer, will specialize in a study of the con- duction of electricity in gases, which in- cludes vacuum tubes and mercury arc rectifiers. There, among others, he will study under Dr. R. Ruderberg, chief en- gineer of Siemens Schuckert, Germany's great electrical company. That Ludwig has thought before of the desirability of study under him is shown by the fact that he is now engaged in translating into English, one of his books, "Schaltvor- gange," which will be published earlv in 1930.

Born in Kansas City, Missouri, in 1904, Ludwig received his early education in the public schools there, being graduated from Central High School. Later he en- tered the University of Illinois and re- ceived the degree of bachelor of science in electrical engineering with the class of 1925.

During his last years in the I'niversity, Ludwig had given vent to his creati\ e talent by designing buildings and apart- ments. This, too, had been of financial lienefit. In the spring of 1925, he went back to Kansas City, and there designed and built two apartments before entering the field of electricity.

In September of 1925 he joined the Westinghouse company in East Pitts- burgh. His first nine months were spent in the engineering and design school, then he spent a year and a half under R. E. Hellmund, chief electrical engineer, in de- velopment work on switches, induction furnaces and high fre()uency relay sys- tems. During the past year and a half he has been in the railway motor engi- neering department, spending most of his time studying problems relating to com- mutation and flashing.

Despite his work with the Westinghouse company, and despite the fact that he is engaged in an arduous task, the transla- tion of an engineering text from the Ger- man, Ludwig has found time to design a few apartment buildings in Pittsburgh. His chief sport, tennis, he finds he must neglect, for his wife and daughter, who will accompany him to Germany, demand some attention.

.Another activity previously unmention- ed, is that of teaching two courses in the Westinghouse design school. .'\s this is managed in co-operation with the Uni- versity of Pittsburgh, Ludwig is an as- sociate member of the faculty of that school. By doing this he enters the famous field of "dollar a year men."

Ludwig is a member of the .American Institute of Electrical Engineers and has presented two papers before that both. He is a member of Sigma Tau, Phi Delta Epsilon, and Sigma Epsilon, hon- orary fraternities, and Theta Kappa Nu, national social fratcrnitv.

Albert M. S.^xe, arch. '11, specializes in a field of design which is not of the usual type. CJeorge L. Rapp, arch. '99, has become known for his design of theaters ; John- H. FREnERicK, c.e. '91, has special- ized in building state capitols; and J. W. Rover, arch. '95, pays special attention to school buildings. Saxe, however, deals with the designing of prisons.

The firm of Zimmerman, Saxe, and Zimmerman, Chicago, of which Saxe is a member, have for their most recent proj- ect the construction of the Eastern Peni- tentiarv of Penns\ l\ ania, at Oaterford,

Penns\ K'ania. I'he Illintjis Slate Peniten- tiar\' at State\'ille was designed by the firm after months of study and research throughout the United States and Europe. From the data obtained, a new type of circular cell house was planned, making possible new sanitary standards.

This circular cell house, with the guard tower in the center, makes it possible for one guard to control two hundred and forty-eight cells. The skylight lets in some sun to all the prisoners. Each cell is an outside room, provided with a window. Since the cells are under constant super- vision by the guard, there is little in- centive for an iiunate to break out through the cell front.

The complete prison plant at Stateville includes a group of five of these circular cell houses, arranged around a central dining hall which seats two thousand. Further out from the cell houses arc the administration building, the hospital, and the power house. The entire group of buildings is surnnnuled by a thirty-three foot wall which is one and one-(|uarter miles around.

W.M.iER L. Nichols, c.e. '15, is assistant engineer for the New York Central rail- road, located at Cleveland, O.

IIarvev Cullkn Ksilp, c.e. '74, died unexpectedly of heart failure on March 20, 1929, at Long Beach, California. His home was at Port Orchard, Washington, but he and Mrs. Estep were spending the winter in the warmer climate. His passing marks not only the loss of a valued class- mate and alumnus, but also that of a pioneer railroad, locating, and construc- tion engineer prominently connected with the construction of various northern trans- continental lines. He was one of the band of courageous railway explorers and locators, of whom only a few remain, whose work was fundamental in the win- ning of the west.

CJraduating from the first class of civil engineers turned out at Illinois he imme- diately went west and engaged in railway location for the Oregon Railroad and Navigation company, now part of the Union Pacific system, in western Idaho and eastern Oregon. About 1880 he was in charge of exploration and locating parties for the Northern Pacific Trans- continental line down Clark's Fork river between Missoula, Montana, and Spokane, Washington.

In 1885 and 188^> he was resident en- gineer in charge of construction of the original line of the Northern Pacific over the Cascade mountains into Tacoma and Seattle. His work included the famous switch-back before Stampede tunnel was built. Following this he was prominent in the construction of the original Seattle terminals. Northern Pacific, and other railroad location work in Puget Sound Basin, including the original Seattle Belt Line east of Lake Washington. The Spanish war found him division engineer in charge of construction of a section of the .Astoria and Columbia river railroad between Westport and .Xstoria, Oregon.

Following this he became principal as- sistant engineer of the Minneapolis and St. Louis railroad in charge of the con- struction of the Storm Lake branch and later the extension from Watertown, South Dakota, to the Missouri river. In 1905 and 1908 he was division engineer in charge of location and construction of an important section in the transcontinental extension of the Chicago, Milwaukee, St. Paul and Pacific railroad between Si. Maries, Idaho, and Tekoa, Washington. Finall\ in 1910 he became chief engineer of the Southern New England railroad, a subsidiary of the Grand Trunk system, which located and partially constructed the line from Palmer, Massachusetts, to Providence, Rhode Island.

Estep was born .August 13, 1852, at Paris, Ohio. .At the University he was a member of Delta Tau Delta. He married Gertrude MrClausland of Olympia, Wash- ington, in 1885. She died in 1909. They had two sons, .Adrian, a Diesel marine engine builder, of Seattle, and H. Cole, vice-president of the Penton Publishing company, Cleveland. In 1910 he married Jennie .Allen Ilobbs who survives him along with his sons, and a brother, Ezra, of Long Beach, California. Ida May Estep '78, and Jessie Estep '78, both deceased, were sisters.

WiLr.is .A. Slalkr, m. and s.e. 'Ort, is now at Bethlehem, Pennsylvania, where he is research professor of engineering materials and director of the Fritz Engineering laboratory at Lehigh university.

J. M. SlLKMAN, min.e. '15, is a captain in the corps of engineers of the United States army. He is stationed at Manila, Philippiiic Islands.

1'.. R. Maui, arch.e. '11, is an archi- techtural and structural engineer with the Western Electric in New York. (Conliuui-J 0,1 !'a/ie 30)

26

THK Ti:CHN()(iR.\IMl

Novcnihcr, 1920

NO, inoked:

"Low liridKe," shouted the liiis coii- iluctor. "Everybody keep his seat and face to the front."

A gay little flapper up forward turned around, smiled sweetly, and said, "My dear, vou know that can't be done."

Boss: "Rastus, you Kood-for-nothinn scamp, where have you been loafing all day? Didn't I tell you to lay in some coal ?"

Rastus: "Vessuh, Ah's been layin' in de coal all day, but dere is lots of softer places whar Ah'd ruther lay."

Even his best friends wouldn't tell him -so he flunked the course.

— .Irmoiir Eniiinccr.

He: "Oh, she's not as old as all that." Ha: "Old! Why, that woman remem- bers the Big nipper when it was just a drinking cup."

— \H(liiiian Tnlinit.

The Hero: "You're a bright boy, all right. Is your sister apt, too?"

Little Brother: "Sure. If she gets a chance, she's apt to."

— Ohio Sliilf Knginrrr.

There had been a train wreck, and one of two traveling authors felt himself slipping from this life.

"Goodbye, Tom," he groaned to his friend. "I'm done for."

"Don't say that, old man I" sputtered the friend. "For God's sake, don't end your last sentence with a preposition." — Gohhn.

"Nurse." said the amorous patient, "I'm in love with vou. 1 don't want to get well."

'"Cheer up, >ou won't," she assured him. "The doctor's in love with me too. and he saw \ou kiss me this morning." — Ohio Stall' Eni/im.r.

Sambo: "Did Brudder Brown gib the bride away ?"

Rastus: "No, sah; he gwine let de groom fin' her out for himself."

— Kansas Engimer.

Professor: (addressing medical stu- dents) "The muscles of the patient's left leg have contracted till it's much shorter than the right. Therefore he limps. Now what would you do in such circumstances?"

Student; "I'd limp too."

— Pathfinder.

Xt) FORWARDING ADDRESS The mate had fallen overboard. He sank out of sight, then rose to the surface, ".'ihoy, there," he yelled, "drop me a line !"

The captain appeared at the rail and shouted back: ".'\11 right, but what's your address going to be?"

— Detroit Xcius.

It is easy enough to look pleasant When vou're looking and feeling quite flip. But the man that's worth while is the man who can smile When his girl has a sore on her lip. — Jotxia Enginer.

He: "Do you know the secret of pop- ularity?"

She: "Yes, but mother says that I musn't."

— Ohio State Engineer.

Jones: "His father died from hard drink."

Bones: "He did ?"

Jones: "Yes, a cake of ice fell on him." — Michigan Trclinic.

Prof.: "What is a tissue?" Stewed: "A tissue is a collection of imilar cells." Prof.: "Illustrate." Stewed: "Sing Sing!"

— Kansas State Engineer.

Father Kangaroo: "Oh, Ma, where's the baby?"

Mama Kangaroo (feeling in pockets): "(iracious, I must have left him in my other clothes."

—U'eh Foot.

.Ali Baba stood before the door of the stone cavern and repeated the words that had been told to him.

"Open Sesame!" he said loudlw Noth- ing happened.

"Open Sesame!" he said, more loudly. Less than nothing happened.

Finally he fairly bellowed: "Open Sesame!" This time the great stone door rolled aside, and a weazened old man peeped from the opening.

"Come around tomorrow night, son," he said ; "the place has just been raided." — Pennsylvania Puneh Iio<wl.

I'rcttv Nurse: "Every time I take the patient's pulse, it gets faster. \\'hat shall 1 do?"

Doctor: "Bliiulfold him!"

— Rose Teehnie.

"Wh\' all the bandages on Jones' head?"'

"Rotten bridge." "Break through?" "No. trumped his wife's ace."

— loiva Entjineer.

Hot: "Mistah Jones, Ah came ter ask (oh yo' daughter's hand."

Poppa: "Nigga, yo' eider gotta take all of her or nuffin."

— Sibley Journal of Engineering.

Spark (being served elaborate dessert) What do I use on this, the midiron?" Park: "Oh, no, you just putt it in."

The jury had been out on the case all morning and was still deadlocked. The vote stood 1 1 to 1 for acquital, but an old codger stubbornly held out for a verdict of guilty.

The sheriff came in at dinner time and inquired what they would have to eat.

"W-a-l," said the foreman digustedly, "\"ou can bring us eleven dinners and a bale of hay."

— .luhurn Eniiinrer.

"Did you hear about Mr. Goofus, the the bridge expert, being the father of twins?"

"Yes. Looks like his wife doubled his bid."

—Illaik and lilue Jay.

"The jig is up," said the doctor, as the patient with St. Vitus dance died.

— Log.

Frosh, reading Caesar: "Begone — " Professor: "Why is there a pause after 'begone?' "

Frosh: "To give him time to run." — Jrmour Eniimeer.

Georgia lawyer (to colored prisoner): "Well, Rastus, so you want me to defend you. Have you got any money?"

Rastus: "No, sir, but I got a nineteen twenty-two model Ford."

Law\er: "W'ell, \"ou can raise some money on that. Now, let's see ; just what do they accuse you of stealing?"

Rastus: " .\ nineteen twentv-two model Ford."

— Kreolite Keivs.

Reformer: "Young man, do you realize that \ou will never get an>"where b\" drinking?"

Slewed: '.\in'l it the truth? I've shtarted h(»mt' Ironi 'ish corner five times :iln:i(lv."

— .Iggierator.

yovcmhcr, 1929

THE TECHNOGRAPH

27

ISO Pounds Pr,

|j CRAN E VALVES

2500 Pounds Pressure

330D Forged Steel Flange Union 1 78X Forged Steel Check Falre

Forged Steel Valves — Giants for Strength

One more logical step in super-valve making, Crane Co. has taken with its new forged steel materials.

Giants for strength, these valves will withstand, in everyday service, steam working pressures up to 900 pounds with temperatures at 750° Fahrenheit, working pressures of 3,000 pounds when temperatures are atmospheric.

Their metal is uniform in thickness,

unusually dense, and tree trom spongi- ness. Such qualities are especiallv de- sirable to give absolute tightness under high pressures and temperatures.

The forged steel scries includes gate valves, globe and angle valves, horizontal lift check valves, assorted fittings, rianges and unions. These materials can be sup- plied to meet requirements ot anv high pressure and temperature condition.

CRAN E

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Brancbei and ^Ui O^eti in One Hundred and Ninety Ciriet

28

THE TF.CHNOGRAPH

Noveiiihcr, 1929

lau Beta Pi

To oiif engaged in the nrdunus occu- pation of obtaining an engineering educa- tion, the three words, Tau Beta Pi, should, in themselves, suffice to state the goal of his college career. Those aciiuaint- ed with the ideals and aims of the society will accept this statement without qualH- cationtion or discussion, but there may be some to whom the Bent means nothing; to them Tau Beta Pi is just another or- ganization — it can signify nothing, or at least, not as much as the above statement implies. It is to those that these few words are ad- dressed. I< Tau Beta Pi is an honora-

Jl ry society; as such its first

■ aim is scholarship. However,

scholarship, important as not the whole reason for the

that

existence of Tau Beta Pi. Look around for the men wearing the Bent and note them carefully. They are intelligent, perhaps some of them brilliant, but they arc not a collection of grinds who seem interested only in their books and studies. On the contrary, they possess pleasing personali- ties, arc men of unimpeachable character, are just as well acquainted with the arts as with the sciences, and are interested in a great variety of activities. All these points are considered before a man is of- fered a bid to the society. After his initia- tion, the organization attempts, and, I may add, succeeds, in developing the man further along these lines. This develop- ment of the man is the big aim of the society — surely a most worthy one.

Even the insignia of the fraternity con- notes the qualities demanded in a mem- ber. Look at the cut of the key shown on this page; study it carefully; and then analyze your re-actions. Does it not give you an impression of dignity, of quiet simplicity, great strength, character, and solidity? The Bent itself proves an inspi- ration to the wearer and to the onlookers. If the insignia alone is of so great a value mentally, should not membership in the society and association with other mem- bers prove of much greater value?

rhe question may now arise as to what one must do in order to merit membership in Tau Beta Pi. As stated before, the first necessity is, of course, a high standard of scholarship — one much higher than for most honorary societies — must be maintained during his first few years of college life. The man whose grades are sufficiently high to meet the scholarship requirements is then considered and rated as to his character, loyalty, personality, leadership and participation in school ac- tivities. Those ranking highest in these essential characteristics are extended the bid to membership.

Other ijuestions have been asked, as to the number eligible for the organization and as to the time of choosing. Each vear there are initiated into the organization, two groups; one during the fall, and the other during the spring. In the fall, the men chosen are all seniors, with the ex- ception of the "honor" junior, usually the junior with the highest average in his entire class. In the spring, then, juniors, only, are chosen, and it is these men who carry the organization on during the first part of the next year, .'\pproximatelv five per cent of the seniors, or less than one per cent of the engineering school are eligible, from the standpoint of grades, alone, to membership in Tau Beta Pi.

Tau Beta Pi is a national organization, being founded at Lehigh in the nineteenth century, and since, having established chapters at all the leading engineering schools. It is an organization which is represented in practically all engineering industries — and everywhere it means the same thing — the best.

Sigma Tau

Theta Tau

Theta Tau was founded at the Univer- sity of Minnesota on October 15, 1904. It was originally known as Hammer and Tongs fraternity, but because the purposes of the organizatioti were often misunder- stood, it was decided to use the Cireek let- ters, \vhich had always been on the badge, as its future name. Kappa chapter at this universitv was established on March 25, 1916, and since that time has enjoyed an active part ill the affairs of the na- tional fraternity.

The units of this fra- ternity consist of 21 active chapters and seven alum- ni nsMH-iatioiis. The members are chosen by reason of personal worthiness as manly men, and because of engineering ability. Membership is confined to juniors and seniors not affiliated with any other engi- neering fraternity declared to be competi- tive to Theta Tau. Each year a limited number of outstanding sophomores are chosen together with upperclassmen.

Theta Tau, being a professional engi- neering fraternity, does not exclude men belonging to the academic social frater- nities. In its membership are included all regular engineering students.

It is the policy of the fraternity that chapters maintain permanent headquarters and six chapters are at present living in their own houses. Kappa chapter holds its regular bi-weekly meetings at various fra- ternity houses on the campus. The meet- ings are proceeded by a dinner, and about once a month talks are given on profes- sional subjects by students and members of the faculty.

Industrial enterprises of many types re- quire large staffs of engineers who must work together in professional harmony, and who often must live together in clos- est personal intimacies. Engineering in this respect differs from most other pro- fessions, for engineers seldom work alone. For this reason Theta Tau encourages its members to be together while in college in order that closer fraternal contact may be acquired, which in later years will prove helpful. Students of today will be the engineers of the future, guiding the destinies of industry. Close friendships made during college days ripen with the years and are essential to a fully suc- cessful career. The object, therefore, of Theta Tau, is to unite its members in fraternal fellowship, to endeavor by thought and deed to maintain high ethical and technical standards among engineers, anil especially as to its memberships.

The fraternity occasionally chooses honorary members from among worthy practicing engineers or teachers in the pro- fession. At the second meeting of the se- mester, Prof. J. J. Poland of the civil en- gineering department was formally initi- ated into Kappa chapter. The following men are vested with authority for the current year; John V. Schroeder, m.e. '30, Regent; Bruce Eaten, e.e. '30, \'ice Re- gent; Charles Luckman, arch. '30, Scribe; Richard C. Oeler, m.e. '30, Treasurer.

Sigma Tau was founded at the Uni- versity of Nebraska, February 22, 1904, after a year and a half of sub rosa or- ganization. Its organization was due to a feeling among the engineering students at that institution that the engineering stu- dents of merit should be bonded together by fraternal ties as well as ties of classroom friend- ships.

National expansion was discouraged, until 1908, when the second chapter was es- tablished. From that time on, a rapid, but rather conserv- ative expansion has been car- ried out. There are now nineteen active chapters and four active Alumni Associations.

CHAPTERS OF SIGMA TAU Alpha, University of Nebraska; (lamma. University of Pennsylvania; Ep- silon, Kansas State College; Zeta, Ore- gon State College; Eta, Washington State College; Theta, University of Illinois; Iota, University of Colorado; Kappa, Pennsylvania State College ; Lambda, LTniversity of Kansas; Mu, University of Oklahoma; Nu, Swarthmore College; Xi, George Washington University; Pi, I'ni- versity of North Dakota ; Sigma, Okla- homa A. and M. College; Tau, South Dakota State School of Mines; Upsilon, University of Florida; Phi, Municipal University of Akron; Chi, University of New Mexico.

ALUMNI ASSOCIATION Chicago, Schenectady, New York City, and Portland.

Theta chapter of Sigma Tau was chartered at the Universitv of Illinois in 1914.

Members are selected from the junior and senior classes. They are judged ac- cording to "Scholarship, Practicability and Sociability, the three requirements of a successful engineer." .About equal empha- sis is given to scholarship and practicality. A man must have completed at least four semesters of work with a minimum average of four point (4.0). Until a feiv years ago a man must have had some practical experience in the engineering field in order to be considered a candidate for membership, but as engineers ha\'e become more numerous this ret|uirement has been abandoned and the judgment of the faculty men has been relied upon to determine a man's general makeup for a successful engineer.

In the early days of Theta Chapter a gold medal was given to the freshman making the highest grades; this custom is to be re\'ived this year, as Sigma Tau plans to present a gold medal to the freshman making the highest average in the college of engineering.

The publication of Sigma Tau is called "The Pyramid," and is issued quarterly. The national organization is controlled by a council which is elected at the con- ventions.

The active chapter meets for dinner every two weeks, usually at the fraternity house of one of its members. The selec- tion of members is tnade both in the spring and fall semesters.

The officers of the present chapter are: President, B. F. Rose ; secretary, A. G. Lindberg; treasurer, M. F. Carlock; cor- secretarv, D. G. Bennett.

1929

THE TECHNOGRAPH

29

Aerated Cement flows through Pipes, at this modern mill

How another leader of industry uses Balanced Angle Compressors to reduce produc- tion costs

Every industry is finding more profits in compressed air — which now costs so Uttle with Balanced Angle Com- pressors.

In the new Lawrence Port- land Cement Plant — cement is mixed with air and pumped to the storage silos.

Two Fuller-Kinyon screw- type pumps do the mixing, and force the cement to the top of the 80-ft. silos, 600 feet away. Two Sullivan Bal- anced Angle Compressors sup- ply the air power.

The system — which saves labor, investment and oper- ating costs — is typical of this new modern mill. Methods and machines were picked to reduce production costs.

And Balanced Angle Com- pressors were adopted for lowest cost air power.

In your study of air power, investigate Balanced Angle Compressors. They secure savings in power, maintenance and floor space not available in any other compressor. Ask for Catalog 83- J.

Twu 187-' lu.ft. Balanced Angle Compound Com- pressors, direct connected to synchronous motors, in the plant of the Lawrence Portland Cement Com- pany, Thomaston. Maine. They supply air for trans- porting cement, agitating clay and quarry drilling. View of the plant showing the 150.000-barrel silos; and the Fuller • KinyoD pumps.

Leaders

in "Every Industry

are

Saving Money

tvith

Stillixan

Air Comfiressors

SULLIVAN MACHINERY COMPANY

815 Wrigley Bldg., Chicago

OFFICES IN ALL PRINCIPAL CITIES OF THE WORLD

U t'" t-"" 1 V A

30

THE TECHNOCJRAl'lI

Kovcmhir. 1920

Inspection Trip

( Colli inuid from I'atje 2S) \()lmer Road sub-station, and the Illiriiiis Steel plant. They were under the super- vision of Profs. E. B. Paine (head of llu- department), A. R. Knight, and E. II. Waldo, and J. C. Peed and M. .\. I'nurett.

Mechanical engineers, under tlu- guidance of Profs. (). A. Ecutwijer, C. II. Casberg, and J. .\. Poison, visited the Wisconsin Steel company, the State Line plant, the C'orwith plant of the Crane company, the Hawthorne works of the Western Electric company, and the tractor works of the International Harvester com- pany, all in Chicago, and the Falk cor- poration and Allis-Chambers in Milwau- kee.

Prof. R. A. Hall was in charge of the general engineering students, who in- spected the Illinois Steel works and American Bridge works with the civil en- gineers, Allis-Chamhcrs and Westing- house lamp works with the electrical en- gineers, and the Hawthorne plant of Western Electric with the mechanical en- gineering department.

Civil railway engineers were under the direction of Prof. E. E. King. They made the trip to the Illinois Steel company and the .'\inerican Bridge works, and in addi- tion visited the Burnside shops, Markham \ards of the Illinois Central railroad, the liiion station and the Pennsylvania rail- road. While in Chicago they inspected building construction in the loop, and the Chicago tunnel system.

Mining engineers went to southern Illi- nois and southeast Missouri, visiting mines in that territory. In charge of their group was Prof. D. A. Mitchell.

Prof. J. K. Tuthill supervised the rail- way electrical engineers. They inspected the Illinois Steel company plant at Gary, the electric shops of the Burnside yard aiid Markham yards of the Illinois Central system, .Allis-Chambcrs and West- inghouse lamp works, Milwaukee, the State Line plant, Joliet hydro plant, Vol- mer Road sub-station, and the car shops of the Chicago surface lines.

Prof. C. K. Hursh took ceramic en- gineering students to Indianapolis, Brazil, Pern, and Koknmo, Indiana, and points near Chicago.

The architectural engineers, under the direction of Prof. C. P.. Palmer, went to the Universal Portland Cement compan\ at Buffington, Indiana, the Inland Steel company at Indiana Harbor, Morava works of the McClintock Marshall com- pany, the Midland terra cotta company plant at Cicero, Wolf manufacturing com- pany, Chicago, the inifinished construction jobs in the loop district, the new Merchaii- dise Mart at No. 1 LaSalle street, the Wacker building, and the new Board of Trade building. They also inspected the Strauss building and were given a plant talk by the planning expert of the Strauss company on "Fixing Rents and Building Management." The last place to be in- spected was the laboratory of the Portland Cement association.

Prof. J. C. Dillenback was in charge of the group of architectural students, who visited buildings in Chicago.

The Illinois committee on co-operation with educational institutions held a dinner at the Edison building in Chicago, to which all those making the trip were in- vited. A good program was provided Iw K. V. W. entertainers.

While in Chicago the Illini engineers made the Stevens hotel their headquarters.

Alumni Notes

(Conlinufd from Par/f 25) luci Illini engineers, IIarrv F. Ci.aik, in.e., '12, and P. .1. SwKENF.v, a.e. '15, have added more h o n o r s to their name. For each of tlicm have received promotions in the Standard Oil com- panv of Indiana, and are located at the Whiting refin- ery, the largest pn- duction unit of the company in Indi- ana, (ilair, w h o leral superintendent of the Whiting re- finery, has now been made man- ager of the whole refinery. Sweeney was t h e former superintendent of the light oils de- partment, one of the largest of the departments. He

has been transfer- red, and is now one of the three assist- ant general super- intendents.

P. ./. SiA.rfiuy IS the former

//. /.. Clirnry

Two engineers were candidates for class representative on the alumni council, J. C. Cromwki.i., in.e. '86, and HowARn L. Chf-\i-:>-, arch. '12. Cromwell is the gener- al manager of the Steel Sanitary com- pany of Alliance, Ohio, which manufac- tures bath tubs, sinks, and similar products, following a new process de- \ eloped by him. His first work after graduation was as a draftsman, and at one time he was chief engineer for the Illinois Steel company at Joliet. For many years he was a partner in the CJarrett-Crom- well Engineering company at Cleveland, and last year he became interested in the manufacture of plumbing fixtures with headtiuarters at Alliance.

(^heney has been in architectural work ever since his graduation, except for the time he spent in the army. .As advisory architect for the Tribune Tower competi- tion he was accorded notable recognition, and he was associated with the Trilium- during the construction of the building. Just recently he and the noted Finnish architect, Eliel Saarinen, \vere selected to prepare the design for the "Memorial Temple of the Republic," the great war nieniDrial for Chicago.

Included in the memorial resolutions passed b> the .Mumni Association at the annual rneetijig in May were the names of the following engineers;

IIarvkv Cui.t.EN EsTEP, c.e. '74, pioneer railway construction engineer;

N'ANIII.E Wii.mam ConnlNCTON '"S.

James II. CJunder, inin.e '79, railway cnnstrtiction engineer;

.\i riERr Fowi.ER Robinson, c. and min.e. '80, nationally known railroad bridge en- gineer and authority ;

Edward Spencer Keene, m.e. '90, dean of the College of Engineering at North Dakota Agricultural college;

Benjamin Asaph Waii, c.e. '92, mem- ber of engineering staff of the Rock Island railroad ;

Harley Edson Reeves, c.e. '95, Inited States engineers' staff, specializing in river and canal work ;

Henry Jackson Buri, c.e. '96, struc- tural engineer, specializing in steel sky- scrapers; and

He.vry Chii.ds Morse, c.e. '04.

CnARi.Es C. Carr, e.e. '06, is telephone engineer for the Bell Telephone company in New York.

Lawrence B. Barker, m. and s.e. '08, is senior assistant engineer of the sanitary district of Chicago.

C. C. Hubbart, c.e. '09, is chief engineer of the Superior Coal company at CJillespie.

Frank Goodspeed, arch.e. '09, is with the Illinois Engineering company.

E. S. Hight, e.e. '10, is assistant vice- president in charge of operations and chief engineer of the Illinois Light and Poiver company.

J. G. Mench, e.e. '11, is with Frank D. Chase, Incorporated, Chicago.

Harry V. Carson, m. and s.e. '11, di- rects research for the National Cast Iron Pipe company, and is president of the Birmingham (Jalvanizing company, incor- porated, at I5irmingham, Alabama.

I. W. McDowell, e.e. '11, is an elec- trical and mechanical engineer with West- ern Electric at East Orange, New Jerse\.

Harold C. Deane, ry.e.e. '09, of Long Island, is general superintendent for the New York and Queens Electric Light and Power company.

P. B. Glassco, arch. '04, has specialized in designing and building bank buildings for the last ten years. One of his sons enetred the University this vear.

Robert C. Elder, c.e. '14, is superin- tendent of construction in the state high- wavs office at Carrollton, Illinois.

Farmer Corntassel had just retired and moved to town. In the morning, after spending the first night in his new home, his wife said, "Well, Pa, hain't it about time to git up and start the fire?"

"No, siree," replied the old gent. "I'll call the fire department. We might as well get used fo these city conveniences right now."

— Idaho F.nginrer.

Ma\

■J don't like Charles; he knov

p many naughty songs."

June: "Does he sing them to you?"

Mav: "No, but he whistles them."

—Punih Boicl.

"Watchagotna packige?"

"Sabook."

"Wassanaimuvit?"

"Sadickshunery, fullinaims. Wife's gonna gattepelecedog angottagettanaim- lerim."

— Id Age.

S^ovf/nher. 1929

THE TKCHXOGRAPH

■J^\

WHERE QUALITY^ IS PARAMOUNT

Oxy-acetylene welding is usedfor joining fuselage members in the construction of over 85% of the airplanes built in this country. In this service hundreds of thousands of oxwelded joints have proved their dependability and strength under all conditions — in the Tropics — on Polar explora- tions— on endurance and trans-oceanic ftights and for routine commercial flying.

No field of industry makes more exacting demands of quality and performance than the manufacture of aircraft. The modern plane is tested and inspected thoroughly in every stage of its construction. Quality of design, materials and v^orkmanship is paramount. Acceptance of oxy-acetylene welding as standard practice in this new and progressive industry is of out- standing significance.

From time to time the oxy-acetylene industry is in the market for technically trained men. It offers splendid opportunities for advancement.

C. G. JAX '^

District Saks Manager University of Wisconsin 1924 Crew Committee Member

Chi Phi Fraternity

F. F. STODDARD Technical Publicity Depl. Syracuse University 1926 Football 4 years rosse 4 years dividual Trophy 1 926 All American 1926 Basketball 2 years Phi Delta Theta Fraternity

{

One of a series of advertisements featur-T ing College men serving this industry.^

The Linde Air Products Company — The Prest-O-Lite Company, Inc. — Oxweld Acetylene

Company — Union Carbide Sales Company — Manufacturers of supplies and equipment for

oxy-acetylene welding and cutting — Units of

UNION CARBIDE AND CARBON CORPORATION

30 East 42nd Street

am

New York, N. Y.

32

THE TECHNOClRAlMi

Novemhrr. 192^

India and Way Stations

fConlinurJ from Par/i- 17} What has the economic philosophy beiiiK (leveloped in the I iiiteii States to offer? It, too, has much to offer, hut here again it cannot take its proper place in the life and thoujiht of the people until their distorted conception of the values of life are corrected and properly focused. Who can guess how many centuries this will take?

The political philosophy that Britain has laid over India like a blanket resting on the points of her bayo- nets has uinloubtedh been of temporary benefit, but it

is philosophically unsound because it is based upon selfish- ness and the Indian knows it. He, therefore, refuses to learn the lesson that he might learn from contact with the British.

These thoughts and others passed through my mind as we steamed northward past Karachi and other parts of the Persian Gulf on our way to Basrah on the Eu- phrates. We at last entered this ancient river and sailing on between its low banks lined with date palms and flat roofed villages whose mud walls had been baked by the suns of centuries came to the port of Basrah. From here a train took us up the valley of Euphrates for many miles before cutting across to Bagdad on the Tigris. Through Ur, in Chaldea, where Abraham started his journey to the land of promise, past the problematical site of the (jarden of Eden, over miles and miles of the great Ara- bian desert with its endless sand and blazing sun, where the proverbial shiek materialized, riding furiously like a phantom against the sky, or sitting quietly on his stallion with rifle handy across the saddle, watching from beneath his turbaned brow the passing of the train.

On through the cradle of the world to Bagdad famous through milleniums as the city of silk and spice, the starting place and destination of caravans innumerable. Between east and west she stood and stands, still watch- ing the muddy Tigris smiling sphinx-like on its way. In the midst of ancient civilization Bagdad had her place and she stands today with the ruins of these about her, Nineveh to the north, Babylon and Kish to the south. She has survived them all. She was old in history when Sin- bad the sailor tfew his carpet, she is young today in the midst of ruins. Bagdad is probably with one exception, the oldest city in the world.

Over sixty miles of desert sand we drove from Bag- dad to Babylon. We clamber among the ruins, we see the ancient wells and baths in Nebuchadnezzer'.s palace, the banquet hall where Belshazzar, Neb's captain, saw the handwriting on the wall, the pillars, and brick em- bossed walls, and over beyond the stone lion of Babylon. We climb to the top of a hill of excavated sand and gaze across a half mile of desert to the ruins of the tower

of Babel. We walk across and stand beside the remains of what was started as a tower to heaven. An out hill in the desert, scarcely more. Today an engineer would smile at the method of its undertaking as well as at the futility of its conception. It was not difficidt to imagine the thou- sands of straining, sweating bodies in the heat of the desert sun, the confusion of command, the calls and curses that rang on every side as day succeeded day on this stupendous task four thousand years or more ago.

Back again to Babylon along what may have been the ancient bed of the Tigris for in those ancient days the river most certainly rolled its lazy way beneath the city's walls. Once more I stood and looked at all that remained of the glory of long ago. Not a single human habitation within sight, nothing but the desert sand. Not a thing that breathed except the lazy lizards basking in the last rays of the sinking sun. I should have liked to stay luitil the sun had set and the moon rose o'er the desert's ruin, softening the desolation of countless ages, for then, in the blending shadows, it would have been easier to slip back to the glories of the past, to see the soldiers camped about discussing the possibility of over- throwing Nineva and their Assyrian rivals, or the pos- sible results of the Egyptian messenger's visit, to see the Jewish slaves at their menial tasks, preparing for the gorgeous banquet, to walk along the brick-paved passage past the great stone lion that seems to come to life with the drawing down of darkness, into the great banquet hall where the feast is enlivened far into the night by the various vintages of the valley.

"They say the Lion and the Lizard keep the Courts where Jamshyd gloried and drank deep."

Rousing ourselves from the spell of the ages we retrace our tracks to Bagdad. At least we retrace them in a general sense, for there is no road and a driving sand storm has obliterated the tracks we made coming out. As I sit in the car with my handkerchief over my face I realize that the long, black camel hair cloak of the Arab is a most useful garment.

The next morning at six o'clock by the light of the moon twelve ghostly figures take their silent places in the "City of Jerusalem," the three-motored plane of the Imperial Airways that is to take us over 600 miles of Arabian desert to the land of "milk and honey." We take off easily and are soon flying along 2000 feet above the dusty desert, dimly discernable in the moonlight. Gradually the moonlight fades and the sun appears above the desert's edge. Still we roar our tractless way now at a height of 3000 feet.

At ten thirty we descend at Rutba, a desert station for breakfast, two hours late. A terrific head wind has slowed our one hundred miles an hour through the air to fifty miles an hour relative to the ground. At eleven o'clock we are again soaring through the air. At two o'clock, when we shoidd have been at our destination on the Mediterranean coast, we can barely see the edge of the desert. We now descended at Ziza, a little village near the border of Palestine to transfer the gasoline from the emergency tanks to the feeding tanks. In a few- minutes we are again in the air and about five o'clock are flying over the Dead Sea a little south of Jerusalem. The hills of Moab have been past and the hills of Judea lie before us. Desolation Supreme. Red, brown, barren mountains defying even a blade of grass to grow. Twist- ing their tortuous way from base to summit not a foot of level ground could be seen. My past-time of search- ing for a place to land was brought to an end by the plane passing into a bank of clouds. We rose to about

November. 1920

THE TECHXOGRAPH

33

THE NAME STOCKHAM IS ON THE PIPE FITTINGS IN ALL OF THESE LARGE INSTALLATIONS

IN THE following listed power plants, oil refineries, industrial plants, public buildings, hotels, office buildings and apartments, the accuracy of Stockham Fittings permitted easy and quick in- stallation— in service, their quality is being demonstrated by their performance. The full Stockham line of over 7500 different fittings is quickly available to you through established wholesalers and mill supply houses everywhere.

ELECTRIC FURNACE STEEL:

Interborough Rapid Transit Co.,

New York City United Electric Light & Power Co.,

New York City Great Western Power Co., San Francisco, Calif. Standard OH Company Refinery,

Bayonne, N. J. Standard Oil Company Refinery, Bay way, N. J. Standard Oil Company Refinery, Canton, Md. Standard Oil Company Refinery,

Charleston, S. C. Standard Oil Company Refinery,

Baton Rouge, La. Wealthy St., Steam Plant.

Grand Rapids, Mich. Power Plant, City of Brownsville,

Brownsville, Texas

Victoria Power Station Victoria, Teiaa

Oklahoma Power Co Sand Springs, Okla.

Texas Culf Sulphur Co. . . Bowling, Texas

Comal Power Plant New Braunfcls, Texas

Tennessee Coal, Iron & R. R. Co.,

Fairfield, Ala. Alabama Power Company's Steam Plant,

Corgas, Ala. Gulf States Steel Corp Alabama City, Ala.

CAST AND MALLEABLE IRON:

Chanin Building New York City

Liggett Building New York City

Graybar Building New York City

Metropolitan Building New York City

Park Central Hotel New York City

Shelton Hotel New York City

Stock Exchange Annex New York City

Brooklyn Towers Brooklyn, N. Y.

Belden Hotel Chicago, III.

Campbell Soup Company's Plant, Chicago, III.

Straus Building Chicago, 111.

Pure Oil Building Chicago, III.

Shoreland Hotel Chicago, III.

Cook County Jail Chicago, III.

Fisher Building Detroit, Mich.

Masonic Temple Detroit, Mich.

Union Trust Building Detroit, Mich.

Wolverine Hotel Detroit, Mich.

City Hall Los Angeles, Calif.

Lord Baltimore Hotel Baltimore, Md.

S. W. Bell Building St. Louis, Mo.

Bachelor Apartments St. Louis, Mo.

Bellrieve Hotel St. Louis, Mo.

Chase Hotel and Apartments. .St. Louis, Mo.

Coronada Hotel St. Louis, Mo.

Federal Reserve Bank St. Louis, Mo.

Melbourne Hotel St. Louis, Mo.

Scottish Rite Building St. Louis, Mo.

Theodore Roosevelt High School,

St. Louis, Mo.

St. Mary's Hospital St. Louis, Mo.

Clark Building Pittsburgh, Pa.

Southern Ry. Building. . . .Washington, D. C. U. S. Chamber of Com

Washington, D. C. Miramer Apartment Hotel,

Minneapolis, Minn.

Lowry Hotel St. Paul, Minn.

Paxton Hotel Omaha, Nebr.

Bellevue Hotel Kansas City, Mo.

Kansas City Athletic Club. Kansas City, Mo.

Canal Bank Building New Orleans, La.

Jung Hotel New Orleans, La.

Indemnity Building New Orleans, La.

Roosevelt Hotel New Orleans, La.

A. I. U. Building Columbus, Ohio

Neil House Columbus, Ohio

Auditorium Hotel Houston, Texas

Post Dispatch Building Houston, Texas

Warwick Hotel Houston, Texas

Bankhead-Leland Hotel. . .Birmingham, Ala. Thomas Jefiferson Hotel .... Birmingham, Ala.

Public Library Birmingham, Ala.

Pizitz Department Store. . .Birmingham, Ala.

Dallas Sanatorium Dallas, Texas

Shrine Temple Des Moines, Iowa

Read House Chattanooga, Tenn.

Hotel Carling Jacksonville, Fla.

Post Office Building Lancaster, Pa.

Alden Park Manor Brookline, Mass.

Buena Vista Hotel Biloxi, Miss.

General Motors Yellow Truck Plant,

Pontiac, Mich.

Senior High School Little Rock, Mich.

Reynolds Office Building,

Winston-Salem, N. C.

New Eastern High School Lansing, Mich.

Nansemond Hotel Ocean \'iew, Va.

Armory and Theater BIdg., Hopkinsville, Ky.

The Singing Tower Near Lake Wales, Fla.

The Pioneer Rubber Mills Plant,

Pittsburg, Calif.

The President Hotel Waterloo, Iowa

Court House Milwaukee, Wis.

Post Office Building Lancaster, Pa.

City Hospital and Nurses Home, Atlanta, Ga. Saline County Court House. . . . Wilber, Nebr.

Eastern High School Lansing, Mich.

Philtower Building Tulsa, Okla.

Crownsville Hospital Crownsville, Md.

Villa Riviera Apartments, Long Beach, Calif.

World Herald Addition Omaha, Nebr.

510 Graveland Apt. Hotel, Minneapolis, Minn.

Baker Building Minneapolis, Minn.

Shrine Temple and Consistory,

Des Moines, Iowa

Wausau Hotel Wausau, Wis.

John Deere Tractor Plant Waterloo, Iowa

Bondi Building Galesburg, III.

Teachers Training School Kutztown, Pa.

Teachers Training School Lock Haven, Pa.

Olds Hotel Lansing, Mich.

Masonic Temple Lansing, Mich.

Walter French High School . .Lansing, Mich. Olds Motor Co. Administration Building.

Lansing, Mich.

Ohio Bell Telephone Co Cleveland. Ohio

William Penn Hotel Pittsburgh, Pa.

Fort Shelby Hotel Detroit, Mich.

Orpheum Theatre Omaha, Nebr.

Union Pacific R. R. Office Bldg. Addition,

Omaha, Nebr.

Irving Junior High .School Lincoln, Nebr.

U. S. Army Barracks Fort Riley, Kans.

Turner Hotel Superior, Nebr.

Yancey Hotel North Platte, Nebr.

Woodrow Wilson Junior High School,

Cedar Rapids, Iowa

Coliseum Cedar Rapids, Iowa

Pennsylvania R. R. Building, Philadelphia, Pa.

STOCKHAM

PIPE & FITTINGS CO.,

Birmingham, Ala.

Stocks in: Boston, New York, Chicago, Houston, Los Angeles

Be sure the name STOCKHAM is on the Fittings you buy

STOCKHAM FITTINGS

CAST IRON ELECTRIC CAST STEEL MALLEABLE

Screwed— Flanged— Drainage— sprinkler Screwed— Flanged Standard— Extra Heavy— Hydraulic— Oil Country

34

'niF, 'ri:ciiN()(;RAi'H

N

(jvcinliir

1929

40(10 fiTt ami W-w on in iloiuls that almost hid tin- tip of thr winjis. This was hardly t-iitcrtainint; and soon I dmppi-d into a dozi- through which I could faintly hear the hum of the motors. I do not know how much time passed before I faintly felt the plane descending. Slowly I roused to consciousness and glanced out of the window. Still clouds impenetrable as before. A glance at the alti- meter showed 100 feet and going down. Another look from the window — grev' clouds — and then the rocky side of a mountain not fifty feet away and we going a hun- dred miles an hour. "Here is where I .shake hands with St. Peter" was the thought that flashed through my mind as I waited for the crash. But St. Peter was evidently not home that day, for the plane took a sudden upward shoot — so sudden was the change in direction that 1 almost pushed a hole through the floor. I was just get- tiny my spinal column unkinked when the plane levelled off an(i I floated up to the roof. Once more the process was repeated until the altimeter showed over 5000 feet. For another fifteen or twenty minutes we flew through the clouds until we found an open space and then down again, but this time we are over level ground and a gentle landing was made in a barley field by the light of the wing flares.

In a surprisingly short time several wild-looking na- tives appeared around the plane. The pilot persuaded one of these to take a note to Gaza. My first night in Pales- tine seemed one of the longest I ever spent, for it was not until six o'clock the following morning that rescue automobiles from Gaza found us.

(7aza is most interesting in its reminiscent possibilities for it stood for centuries between the frontiers of the Egyptians on the one side and the Babylonians, Assyr- ians, and Persians on the other. Caravans from east and west passed its walls and many a famous and interesting

character must have rested within its shadow. Some hun- dreds of years ago Crusader swords and Turkish scimi- tars clashed round about its walls and back and forth through the narrow streets. I'or some years Gaza was under the control of these Crusading knights. Once again in later years, only a decade ago in fact, Gaza was to witness a struggle between the followers of Christ and .Mohammed. It was in the vicinity of (jaza that General Allenby undertook the conquest of Palestine, and for the second time Gaza was occupied by Christian soldiers.

From Gaza a fine, new road, built by the British, leads to Jerusalem. It passes through Bert Sheba and by the city of Bethlehem. In this latter city the practical earnestness of the Crusaders is evidenced by the doorway which they built in the Church of the Nativity. It is so low that a person must stoop very low in order to enter. It symbolizes Christ's saying that it is easier for a camel to pass through the eye of a needle than for a rich man to enter the kingdom of heaven.

Jerusalem and its surroundings, in fact the whole of Palestine, is so replete with the history of the Jewish nation and the life and activities of Christ that they can not even be described short of many volumes. The old city of Jerusalem witii its narrow bazaars and small oriental shops is probably much as it was 2000 years ago. Fortunately modern buildings, stores, street lights, and other earmarks of western progress have encroached but little upon the old Jerusalem.

I have no patience with those visitors to the Holy Land who express disappointment. Thev either expected a country and city full of modern conveniences, or were too much interested in details and give vent to their dis- appintment when they realize that historically, but little can be proved. To me it seems better so, for if we knew for an historical certainty that Christ uttered certain words on a certain spot, there would be nothing left for the imagination. If we could prove all the tenets of religion, religion would cease to be. It would become a fact, and faith would cease to function.

As one walks along the Via Dolorosa, or Avenue of Sorrow, from St. Stephen's Gate to the Church of the Holy Sepuchre, one gradually, if psychically reactive, be- comes detached from the present and feels oneself in close contact with the infinite. What matters it then, if the sixth Station which is at the house of St. Veronica, where that Saint wiped the sweat from the brow of Jesus, is placed at the historically correct house or an- other? It is not the house that matters in the eternal scheme of things, but the act of kindness. Whether the Church of the Holy Sepulchre is Calvary or another hill some rods distant, matters little. It is not the hill we are interested in, but the sacrifice supreme that we are told occurred there.

For those who cannot thus abstractly think of the things that give to life its value, some visible evidence is required, hence, the house, the hill, the tomb, and other things to associate more intimately the meaning of the message with their lives.

The brush mark of the artist is not looked for if the satisfaction that comes from a contemplation of beauty is sought, but rather the impression of the painting as a whole. To be sure the brush mark must be there. So in Palestine, the setting that gives us the feeling of two thousand years ago is most desirable, but if we stop to quibble, we strike a discord that instantly breaks the mental picture into evanescent pieces.

Down the Valley of the Apostles from Jerusalem to Jericho one feels His presence passing us as it passed so long ago. On the hills, the sheep are grazing and the shepherds idly watching as one treads the path so often

\ovcinhcr, 1929

TH1-: TECHXCXiRAPH

35

UNTOUCHED!

JUDGE the true worth of pipe by the num- ber of hands that must touch it aftet it is installed. Pipe that needs constant pam- pering does not pay out. Reading 5-Point Pipe has established its record of economy on the fact that^ once installed, it remains untouched by the hands of repair men during a long, long period of service.

Genuine Puddled Wrought Iron — the material of which Reading 5-Point Pipe is made — inherently possesses all of the major qualities that make pipe endure. It defies corrosion and vibration — the chief enemies of pipe vitality. It is famous for its good threading, insuring permanently tight, leak- proof joints. And double welded Reading Pipe costs no more to install than ordinary cheap pipe. We'll be glad to give you the profitable facts — write us today.

READING IRON COMPANY

	Reading,	P	ennsylvan	a
Atlanta	Cincinnati		Pittsburgh		Fort Worth
Baltimore	Detroit		Cleveland		Seattle
Boston	Houston		St. Louis		Philadelphia
Buffalo	Los Angeles		Tulsa		New Orleans
Chicago	New York		San Francisco	Kansas City

PONT#PIPE

^GENUINE PUDDLED ^ WROUGHT /<

R GENUINE PUDDLED WROUGHT IRON MB EADINC PIPb DIAMETERS RANGING FROM '/S TO 20 INCHES ^^^H

36

THE Ti:ClIN()C}KAl'H

November, 1929

Both are lines «/ national defense

Noveinhcr. 1929

THE TECHNOGRAPH

37

THE Mississippi was a menacing flood. The telephone was the first line of defense, for over its wires the work against the flood was directed. Maintenance crews performed the same service as did tele- phone men of the signal corps in the war. In the daily life of the nation, just as surely hs in emergency, the telephone

meets an ever-growing stream of demands. To do this successfully the Bell System's expansion program embraces trans-oc^nic telephony through the ether and under the sea, to ships at sea and planes in the air — and above all, wire facilities that will carry the voice, the typewritten word, the picture to every corner of the land

— and back of the lines stands the Western Electric service of supt>ly

Men in the front lines of telephone service know they will alwavs have the right tools and supplies when and where needed.

For Western Electric maintains stocks in a nationwide system of warehouses, and its prompt deliveries aid in repair- ing the ravages of storm, fire or flood. In the less spectacular, but equally necessary,everyday construction and maintenance of telephone lines, this service of supply is a dependable right arm.

And this is but one activity of Western Electric — manu- facturers, purchasers, distributors for the Bell System.

Preparing the shipment matter of minutes

In the performance of these duties it either buys or makes virtually everything the telephone companies use — and then delivers to the job. Thus responsibility for the quality of materials with true economy in cost, is the important :on- tribution which Western Electric makes as its share in efficient telephone service.

Western Eleetric sees it through ivith the material needs for promptly restoring telephone service

BELL SYSTEM

%A Hiition-wide system, of mter-cunne c 1 1 ng telephones

OUR P 1 () N E E R I N G W () R K HAS JUST BEGUN

38

THE TECHXOGRAPH

X.

tin

1929

tolloucil by the Prophet of Judca dowii to where the Jordan, rolling slowly by, fills the soul with peace. Be- yond the roofs of Jericho the mountain of temptation stands as a reminder resolute that he who will can conquer.

Jerusalem atul Palestine nia\ scr\c to stinujlate <lc- structivc wrangling; or they ma\ lielp to lead our thoughts into the realm of beauty and our spirit to that state of tolerance that among all of the things worth striving for is of the greatest value.

From Jerusalem my path lay northwest across Pales- tine to Haifa on the shore of the Mediterranean. The flowers were in bloom on Mount Carniel back of Haifa (more varieties of wild (lowers arc found in Palestine than in any other country) weaving gently in the breeze their spell of oblivion for the fallen heroes of Crusader days, though their castle stands, gauntly outlined against the sky as a reminder of past glories.

From Haifa I drove north by automobile to Tripoli in S\ria. The road lay along the sandy beach of the .Mediterranean, throLigh Acre with its history, where Kings sat in councils with Grand Masters of the Great (Orders of Templars and Hospitallers, hardly less than kings, and up along the rocky ledges of the mountains bordering the sea further north. From Tripoli a train runs across Syria and Turkey to Constantinople, the first city in the world to be captured by the use of gunpowder.

Turkey is today a \ery progressive country and Con- stantinople a most cosmopolitan city.

Three days I had to "cool my heels" in Para because of the snow in the passes of the Balkan mountains to the north. Finally m>' journey was completed through Roumania and Yugoslavia, back to Milano, Paris, Lon- don, and New York.

IVain Operation in the British Isles

(Continued from Pai/r 10) arc- reduction of tare weight, smoother running \\hich is undisputed, reduction of starting resistance and re- sistance on curves.

As can well be imagined, British railways are suffer- ing severely from road competition to a far greater extent than is possible in America. The railways are endeavor- ing to combat this by fuller employment of their super- ior organization, and many new facilities, particularly in goods service, are now available such as the new rail- head distribution. A typical case would be presented by the manufacturer of Scotch whisky whose factory is of nece.ssity beside some particularly pure supply of water in the western highlands of Scotland, while the demand is spread throughout the country in direct proportion to the population ; therefore the greatest density of demand occurs around the great centre of population. As the de- mand is frequently for single crates (containing six bot- tles), or for crates not exceeding one dozen, it is obvious that the greatest problem to the manufacturer is that of delivery. The railways are now recapturing much of this traffic by placing this parcel delivery service at the dis- posal of the despatcher while he is provided with liberal warehouse space at each big centre, and not infrequently within an office for a local agent. There a constant num- ber of crates are maintained in the railways warehouse, and supply orders are transmitted through the local agent to the railway who promptly and automatically delivers the goods from the warehouse to the consumer's door. The task of maintaining the warehouse stock in\oIves only a simple, economical problem of transportation which is handled at considerable profit by the railways concern-

r— ~\

Choice of Atneriea^s Colleges

TAYLOR I^TOKERS

At the University of Mieliigaii • • •

HERE Knowledge is Power ... in America's great Colleges,Univer9itie8 and Hospitals . . . you will find the TAYLOR STOKER, chosen as the su- preme combustion machine by engi- neers who know thebest, and demand thebest,forpower and heat. It is sig- nificant that the University of Mich- igan selected TAYLOR STOKERS for its power and heating plant.

TAYLOR STOKERcombustion is com- plete and smokeless. For this reason TAYLOR STOKERSareadmirably adapt- ed to the college community, their use per- mitting the construction of power and heating plants which conform architecturally with the design of the other college buildings.

AMEHICAN E>€iI^EERIN« COMPANY

2 111 A r a ni i n ;* o A v e ii ii <'

1* ii i I a <l <- 1 1» li i ii . Pa.

November, 1929

THE TECHNOGRAPH

39

Practical Research Facilities

Result in Steady Progress

Dovsr

NE of the most extensive chemical libraries in the country is maintained by the Dow Chemical Company for the use of Dow chemists. Here one hundred seventy-five graduate chemists, mechanical engineers and physicists, who are constantly working on new improvements and processes, find a wealth of reference data. The hearty cooperation given by the Dow organization in supporting the research aaivities of the Dow personnel has resulted in many new processes of world-wide importance. The first commercial manufacture of Synthetic Indigo, new processes for the manufacture of Acetphene- tidin, AniUne, Phenol, Magnesium Metal, Calcium Chloride and Epsom Salt, all have been of particular benefit to our customers and have meant broader opportunities for our men.

THE DOW CHEMICAL COMPANY MIDLAND, MICHIGAN

Branch Sales Offices: 90 West Street, New York City Second and Madison Streets, Saint Louis

40

THK TKCHNOr.RAPH

Novemher, 1929

This llluslrales the use of X-ray photography In testing for uniformity In

Hercules delayetectric blasting caps. The X-ray reveals, from top to bottom

of each delay electric blasting cap, the lead wires, firing head, delay fuse

(In which only the powder train shows), and the blasting cap.

WHY

HERCULES DETONATORS

ARE RELIABLE

EXHAUSTIVE attention was given to the basic design of Hercules Detonators. They are manufactured with painstaking carefrom materials selected and tested with equal vigilance. After all that is humanly possible has been done to control the manu- facturing processes, the product is subjected to a series of elaborate and costly tests.

In making these tests, many branches of science are utilized. The X-ray looks through the copper shells to search out any flaw which previous to this scientific operation, could only be found by destroying the de- tonators. Microphotography is called upon to tell a significant story to the explosives chemist. All standard tests of recognized value as well as special tests devised in the Hercules laboratories are used to in- sure the reliability of Hercules detonators.

HERCULES POWDER COMPANY

(INCORPORATED)

Wilmington Delaware

HERCULES POWDER COMPANY, 941 King Street, Wilmington, Del.

Gentlemen; Please send me your book "Hercules Detonators."

cii. Hy flu-sc- aiiil similar dcvici's it is probable that rail- ways will continue to hold their own against both road and air transport. Recent returns indicate that the econ- omy campaign carried out recently by several lines has been a great success and great reductions have been made in running expenses. The introduction of more ef- ficient locomotives particularly has had an enormous ef- fect upon the coal bill, while their more economic utiliza- tion by the extension of their individual runs has likewise resulted in economy in both maintenance and labour.

It may be asked how it is that the British railways have gone to such extremes as the maintenance of such high speed and long distance expresses, which, as a sys- tem, arc equalled by no other nation. The answer may be based entirely upon that most active and most peculiar expression of national sentiment known as British Public Opinion. It must be extremely difficult for an American to understand, not to say sympathize with, a nation in which the man in the street is not only perfectly conscious that he is absolutely an individual fragment of the salt of the earth, but also personally responsible for everything between the management of tides and the prevention of cruelty to white mice. The privilege of a Britisher to grumble, coupled with an exaggerated idea of the enorm- ous importance of the individual citizen, which in some strange and incomprehensible manner is intimately con- nected with IVIagna Charta and the Habeas Corpus Act, has produced a peculiarly effective form of national ex- pression. In the case of the railways the public has de- manded speed, frequent services and a minimum of stops, and the public has had to have it. Even now the public is far from satisfied, though to quote a greater "British Public Opinion is an ass." Headed by such authorities as Lord Monkswell, and by various newspapers, not to mention the Daily Mail, agitation is continually promoted

"Wow can I best inspect tools?''

precision

A manufacturer said to us; "I must measure a number of templets frequently. Great ac- curacy is imperative. An optical method may speed up the process ..." The B. & L. Toolmakers' Microscope— used in many other industries— was the simple solu- tion to this problem.

In every phase of industry special optical instruments are solving problems of inspection and pro- duction control better and more economically. Bausch & Lomb scientists have studied many in- dustrial fields. Their experience may be invaluable to you. Call on them.

BAUSCH & LOMB OPTICAL CO.

Novemhcr. IQ29

THE TECHNOGRAPH

41

for better services, while the extreme poiiularity of the faster trains more than compensates for the additional expense in running them. Even the music hall platform is a really potent factor in development, the reputation obtained by the South-Eastern & Chatham Railway has been sufi'icient to tinge the whole of the Southern Rail- way, while to many people the mention of the Hidl and Barnsley is usually the supposed prelude to a particularh good joke. It is not surprising therefore that even the intelligent traveler finds much on foreign railways that appears to him as am\ising, while those of lesser mental capacity have not been unknown to take the whole sys- tem as a colossal joke. This must not be taken too serious- ly, however; in Britain the most serious sides of national life are usually covered with a veil of humour, in order that truer sentiments should not immodestly he exposed to view. Doubtless the American visitor finds much that is irrational in the islands, but we must ask you to bear with us for the little while you stay, as we are really quite happy in our little kingdom, and don't want to be disturbed too suddenly. Our big grown up children of the Empire have other railways to show you which you will probably like better, but anyAvay you can always re- member that if our lines were, in your estimation, as good as your own, you could no longer claim the finest system in the world.

"And do you mean to tell me you laughed in face of death?"

"Laugh? I thought I'd die."

— Annapnlis Lof.

\o one has e\er complained of a parachute not opening.

— Rutgers Chanticleer.

r-.vo SMO K.W..600-Volt. Allis-Clialmers SMuhroiwus Converters in the CtimhcrUuiit Snh-slation ol the Philadelphia

l<.,t„l na„,,l l..,u/.,nv

ENGINEERING

Many of the pruilucts nf .Mlis-rhalmer special applications .vnd to meet partii wherein engineering must necessarily hav 111 certain types of equipment each machir somewhat tlilTerent problems of design, r times shipping.

Mfg. Co. are ImiU for liar service conditions

a very important part. ■ built presents new and aiuifacturing and some-

■ing skill of

The building of heavy machinery requires i the highest tyjie. Engineering service, togethe manuf.icturing facilities, have enabled AllisChalmers to ' solve many unusual problems in the engineering field. parlicularN in heavy .lut> power, electrical and industrial macliiiiers.

/1LLIS-CH/1LMERS M/INUFflCTURINGfO.

I MIUWAUKCe, WIS. U.S.A. V.

Power, Electrical and Inductrlal Machinery

Si\limal view, Fig. 106, Jtnkins Stand- ard Bronze Clobe Valti, scrtued.

Where body stamina counts

In the long grind, it's the athlete with the stamina who lasts.

So, too, with a Jenkins Valve. It's the body stamina that counts, that keeps the valve in the line, un- affected by the strains of pipe weight and settling, lifting, expansion, contraction or frequent operation.

Jenkins bronze valves are cast of virgin metal; Jenkins iron body valves of a high quality, close- grained mixture. Metals are analyses-controlled by Jenkins metallurgists. Skillful design is provided to make possible an even distribution of metal throughout the valve body.

Jenkins Valves are made in bronze and iron, in standard, medium and extra heavy pattern — a valve for practically every valve need.

Send for a booklet descriptive of

Jenkins Valves for any type of

building in which you may bl

interested.

JENKINS BROS.

80 White Street New York, N. Y.

524 Atlantic Avenue Boston, Mass.

133 No. Seventh Street Philadelphia, Pa.

646 Washington Boulevard Chicago, 111.

JENKINS BROS., Limited Montreal, Canada London, England

Jenkins

VALVES

Since 1864

42

THi: 'rKCHNOCRAPH

Sovcnihcr. 1Q2()

Widening State Koad

(CoiitinuiJ from I'luje 12} that no strong; bond would be formed bcrwccn the two. At the ends of the improvement triangular blocks of pavement were built to make a more gradual change from the eighteen foot slab to the widened pavement.

Cleanup work began as soon as the pouring was done. The expansion joints which had been left protruding above the slab were trimined off" \\ith a sharp cutting tool flush with the pavement. The aggregate and refuse which had collected on the pavement were hauled away and the pavement was washed with a fire hose. The back- filling was carried level with the curb top back for a ilistance of three feet and tlien sloped off to the ground line with a one and one-half to one slope. The intersect- ing streets were graded up to meet the wings, and the sidewalks were built out to the curb. The pavement was thrown open to traffic fifteen days after the pouring was finished.

The final estimate of quantities and cost follows: 570 cubic yards of excavation at 70 cents per cubic yard. $399.00; 2500 lineal feet of seven-eighths inch longi- tudinal steel bars at 6 cents per lineal foot, $150.00; 2833.5 square yards of pavement in place at $2.36 per square yard, $6687.06; 2076 lineal feet of integral curb at 36 cents per lineal foot, $747.36; 6 storm water inlets at $40 each. $240.00; 14 standard 8 inch vitrified elbows at $4 each, $56.00; 42 feet standard vitrified pipe at 80 cents per foot, $33.60; 262 lineal feet of marginal curb at 36 cents per lineal foot, $94.32; 1130 pounds of de- formed bars in place at 7 cents per pound, $79.10; 800 lineal feet of expansion joint at 14 cents per lineal foot, $112.00; due contractor, $8598.44; engineering costs,

$362.32; court costs, $565.23; interest on bonds and vouchers, $459.66; total cost. $9985.65.

The chief benefits of this paving project carried out b\' the village of Ipava consist of increased value of property along the pavement, increased trade for mer- chants whose place of business adjoins the pavement, reduction of maintenance costs of Main street, and the elimination of mud and dust on the town's chief thoroughfare. Ry weighing the total cost of the improve- ment against its value to the citizens of Ipava it is quite safe to say that a sound investment was made.

A WINDSTORM

College Boy — "I think you are very beautiful." Working Girl — "But my clothes are against me." College Boy — "Sure, that's why I think \ou are so beautiful."

— Ulicfiit/an Tech.

Doctor — "What you need is a little sun." Sweet Young Thing — "Oh, doctor."

— Amherst Lord Jeff.

The play was "Hamlet," and the performance was for one night only. All the townspeople attended the show, and the weekly paper was held open for the no- tice. The next day the criticism read thusly: "'Hamlet' was played in our Town Hall last night. It was a great social event. There has been a long discussion as to whether Bacon or Shakespeare wrote the plays commonly attributed to Shakespeare. That can easily be settled now. Let the graves of the two writers be opened. The one who turned over last night is the author."

Illinois' Only (' o-opctdtii'i' Bookstores

Every Engineer

NEEDS A SLIDE RULE

Log-Log Duplex — 10 inch — in leather ease $10.85

Polyphase Duplex — 10 inch — in leather case 9.35

Mannheim — 10 inch--in leather case 1 9.10

He have a complete assortment from which to choose

MATHEWS 1 nS^^jrifc'^'^'^b^^Hyi DANIEL

202 SOI" Til

610 EAST

NOP

Illinois' Only C o-operative Bookstores ON THE RONEYARD 1-2 BLOCK FROM CAMPUS

\' oven, her. 1929

THE TECHXOGRAPH

43

Koehring 'Mixed roundafion

for federal Building

Probably one of the most interesting and attractive of the federal buildings erected during the last year is the United States Post Office and Court House at Madison, Wisconsin. In addition it is one of the first in the building program resumed since the World War.

Situated in the shadow of the state capitol and only a few hundred feet from Lake Monona, one of the four lakes which surround Madison, the three-story building of Bedford stone has an ideal setting.

Employing the latest methods in the interior transfer of mails the Post Office department arranged the rooms, conveying machinery and platforms to bring about greater ease and speed in the handling of all classes of mail.

In the main lobby, marble slabs cover the walls from the floor to a height of eight feet. Quarter-sawed oak is the interior finish through- out the building.

Despite other unique features found in the Madison Post Office, its foundation of dominant strength concrete is similar to that of other well-known building projects throughout the world — concrete mixed by a Koehring.

The ingredients of concrete are the same in all cases but the Koehring re-mixing action — a fundamental principle of Koehring concrete mixers and pavers — coats every particle of sand and gravel with cement to produce dominant strength concrete.

KOEHRING COMPANY

MILWAUKEE, WISCONSIN

Manx/atlurers 0/

Pavers, Mixers— Gasoline Shovels, Pull Shovels, Cranes and Draglines

Diyision 0/ Naliuiial Equipmcnl Corporation

KOEHRI

"'^"ncretf,^,,

''^"dbook " ^"d

"'^"'ods o/"" "'""'"

f^""-"' coZe;:"""'

**■ S/ad/y "^"'- »-'V/ '""f to "' "" re.

'"ember, '/""^'y

'"eite,/

44

THi: TKCHNOr.RAl'H

192V

Editorials

(Conliniinl from I'aijr V>)

The Staff of the Technograph wish to take this op- portunity to urKc students to fiitt-r the competition. Wc believe the value to be obtained from writing such an article is great in itself, and in addition there is the in- centive of the prize, and the honor which comes to the winner. To win the Schaefer competition is one of the highest honors attainable in the engineering school.

Students interested can find some of the successful essays of previous years in back numbers of the Techno-

i/tnph. ;i]id wiiuld do well, wc belie\e, to peruse them before starting their own composition.

Photo Engravings

Etchings

Colorpifltes

for

9{igh school i

College

'Publications

G.R.GRUDB gCo.

ENGRAVERS

Campus Engineering Organizations

Engineering students of Illinois are perhaps not so conversant as they should be with the purposes and or- ganization of the various engineering groups on the campus. The American Society of Civil Engineers, of Mechanical Engineers, and of Electrical Engineers, all have local student chapters, and in addition there are the Railway club and other similar organizations.

Perhaps the most important feature of their work is the programs they provide. The subjects are current, live, and of general interest; the speakers (many times "imported") are experts, and capable of presenting their topics attractively. During the course of a year students attending these meetings become conversant with a wide variety of projects in their particular branch.

In addition is the value accruing from forming closer associations with fellow students. What is true of co- operation in the business world is also true in engineer- ing. Exchange of ideas and knowledge of other men's methods and aims results in mutual benefit. And the association of persons interested in sinular things is stim- ulating in itself.

We would like to urge students to affiliate them- selves with organizations of their respective groups. The cost is small — in most cases it does not amount to more than a dollar a year. And we would also suggest that those who are already members woidd be doing both their organization and their fellow students a service by see- ing to it that their active membership is kept increasing in size through the year. — D. J .

Every Engineer Needs a Slide * Rule *

It will save you hours of time in your mathematical calcula- tions and it will last a lifetime

We have the best — the KeufTel and Esser Company's

POI/i IM lASE— POLYPHASE DUPLEX

LOG-LOG DUPLEX

Complete Engineer s Supplies

THE CO-OP

U. OF L SUPPLY STORE

FREE

Yoin' name engra\ed on slide rule purchased here

November, 1929

THF. TF.CHNOGRAPH

45

THE ROYAL YORK HOTEL, TORONTO. CANADA Ross S MacDonMd, ArchiUcls Sproal ci Ralph, Jssociale Architects

The Tallest Building in the British Empire

THE new Royal York Hotel, Toronto, Canada, is the British Empire's tallest building and its largest hotel. This im- mense structure embodies modern improvements throughout antl particularly in regard to Vertical Transportation, which is provided by seventeen elevators of Olis-Fcnsom manufacture. Ten of these are Otis Signal Control elevators, and the re- mainder are equipped with Otis "Flying Stop" control.

Here again is found proof of the saying that "most of the world's famous buildings are Otis-equipped."

OTIS ELEVATOR COMPANY

OFFICES IN ALL PRINCIPAL CITIES OF THE WORLD

46

'J'lli: 'ITX'llNOCRAl'H

Sm'iinhcr. 1919

UNIQUE SPINDLE CONSTRUCTION

. — an important feature of the" ^o series" Brown &^ Sharpe Plain Grinding Machines

A DJUSTMENT of the wheel spindle boxes in l\. these machines is made while the machine is running and is extremely simple — the suc- cess of the adjustment in no way depending upon the skill of the operator.

A turn of the locking screws releases the plungers which are actuated by springs of the correct tension. These plungers automatically apply sufficient pressure to bring the adjust- able shoes to their proper positions.Tightening the locking screws positively clamps the plun- gers, holding the shoes in their new positions. The springs can apply only the correct pres- sure upon the shoe, preventing a break in the oil film by too closely adjusted boxes and consequent injury to the spindle.

This feature is only one of the many reasons for the success of adjustablc

SHOES

these machines wherever they are installed. An inter- esting booklet de- scribing them will be sent at your request.

ARROWS SHOW DIRECTION OF OIL FLOW

BROWN

BROWN & SH ARPE MFG. CO.

PROVIDENCE, R. I., U. S. A.

H

KDKA Conducts 1'ests with Byrd Expedition

ImnuHliatcly tollowiiifi tlu' musical numbers .-mil messages constituting the regular program of broadcast- ing to the Byrd Expedition at Little America which was transmitted recently by the Westinghouse Station KDKA, Pittsburgh, listeners heard a long-drawn-out "buz/," which was maintained for five minutes. This buzz constituted the first of a highly important series of tests in which the radio experts of KDKA are co-oper- ating w'ith those of the Hyrd Expedition.

The object of these tests is to secure a better inider- standing of one of radio's most nnsterious iihenomena — "blind spots," or "dead areas."

As most radio listeners are aware, tlieie are many small areas where certain broadcasting stations can be heard only with difficulty, if at all, although the same stations come in clearly all around these areas. While some of these "dead spots" are caused by pecularities of land configuration, others cannot be explained away so easily, and many scientists now believe that the trouble is chiefly due to the so-called "Heaviside layer."

The "Heaviside layer," according to theory, is a stratum, possibly magnetic in character, which surrounds the earth. Radio waves cannot pass through it, but are reflected back to earth by it, just as light rays are re- flected by a mirror. In some places, waves thus reflected are the ones chiefly received, and this applies especially to long distance broadcasting; at other places, the waves sent out directly by the transmitter are the ones that convey the messages; but in certain places, both sets of waves are received together, and it is due to the inter- ference of these two sets that dead spots, and possibly fading, are thought to be caused. Tests indicate that the Heaveside layer encircles the earth at an average distance of 350 miles, but there is some reason to think that at either the North Pole or the South Pole, or both, this layer approaches close to the earth or perhaps actually touches it. Definite confirmation or refutation of this theory is the object of these tests.

The investigati\e work at Little America is in charge of \Lilcolm P. Hanson, radio engineer of the Byrd Ex- pedition, and the most important instrument he will use is an ingenious and versatile instrument, known as the Osiso, which was invented by the late Joseph W. Legg, oscillograph engineer of the Westinghouse Electric and ALanufacturing company. The Osiso makes photographic records of radio signals and other electric waves and is so sensitive that it will measure time-<lifferences of only a iew millionths of a second.

By means of the Osiso, Engineer Han.son can record the reception of both direct radio signals and tlieii- echoes, as reflected by the Heaveside layer, and by meas- uring the time difference between them, determines the height of the Heaviside layer near the South Pole.

He has already done considerable experimental work along this line, and as reported by Russell Owen in the New York Times for July 25th, took a trip for this purpose with two companions ten miles outside of camp in weather .so cold that the dogs' noses froze. Hanson carried the Osiso on his back and packed the necessary dry batteries inside his shirt to keep them from freezing.

KDKA's radio experts arranged with Han.son to send him a long, powerful signal on exactly 25.4 meters, which enabled him to make more accurate measurements than was possible with ordinary radio signals. This sig- nal was aLso transmitted on KDKA's regidar broadcast- ing wave so that it could be heard by listeners. — JVcst- hif/house Press.

Sovfinhcr. 192^'

THF TECHNOr.RAPH

THE NEW

BUILDING MIXER/

Built the Way Contractors Told us They Wanted it Built/ / /

Leading contractors who knew what they wanted wrote the specifications . . . we followed them.

Users wanted built-in ability to stand up under the hardest kind of service. They wanted a light weight mixer — easy to move around on the job. They asked for simplicity, so that all ports could be easily operated, lubricated or replaced— 0 fast mixer with great

Mail the coupon below todoyl It will bring specifications for the new 7-S, as

capacity — insuring large output in fast time. They demanded the some improved water control as found on our large mixers.

Ransome engineers met oil these re- quirements, and yet kept the price down. The result is value . . . the new 7-S, the lost word in small mixer con- struction.

you our Bulletin No. 123, giving complete written by our contractor friends.

RANSOME CONCRETE MACHINERY COMPANY

NEW JERSEY

DUNELLEN

<ilhoul obligolion, your Bulletin No. 123, dejctibing the i ^ Addresj

t 7-S Stondord Building Mixer.

48

THE TKCHNOCRAI'H

No

,hn-. 1920

Used by Leaders in Every Industry

BAILEY METERS, already so firmly established in the Central Station Field that they are standard equipment in more than 90'' of the up-to-date plants, are now being used more and more by the leaders in every line of in- dustry— where they are reducing the losses, improving combustion condi- tions and providing accurate, reliable and trustworthy data for accounting systems.

BAILEY

Automatic Control Boiler Meters Coal Meters Draft Gages Fluid Meters Gas Flow Meters Gravity Recorders

PRODUCTS

Liquid Level Gages Manometers Multi-Pointer Gages Pressure Recorders Tachometers Temperature Recorders V-Notch Weir Meters

Write for Bulletin No. 81 B

Bailey Meter Co.

Cleveland, Ohio

Bailey Meters in a Laiijt Oil

Invention and Progress

Most basic inventions and discoveries were niade'in prehistoric times by men whom we call savages or bar- barians. The list is long: the club, the spear, the lever, the trap, the net, the fish-hook, the needle, the sling, the bow and arrow, the boat, the sail, the rudder, the wheel, the plow, fire, cooking, spiiuiing, weaving, the making of pottery and bricks, and the smelting of metals.

These inventions have been with us so long that the memory of man runneth not to the contrary, and it is impossible to realize what they must have meant to the people who first used them. Before the use of fire, men ate their food raw. Before they used clubs and sharp sticks, they had to fight, with hands and teeth, an un- equal warfare against the beasts, or to take refuge in flight. Before the distaff or the needle, only rude plait- ing was possible and cloth was unknown. Before the fish-hook and net, men had to catch fish with their hands or pick them up along the shore. Before the boat, the keel, the rudder and the sail, navigation was impos- sible. The wheel and the cart greatly aided transpor- tation and commerce, although pack-animals, including man, have carried burdens from the earliest times, until the present day. Wild animals were probably first do- mesticated as pets, later as cattle, beasts of burden and barnyard fowl. Pottery and bricks revolutionized cooking and building; the smelting of metals gave man tools and weapons of bronze and iron in place of wood and stone.

But the greatest of all discoveries was economic: It was the discovery of the fact that a man could produce more than enough for his daily need, and thus have a surplus to be used tomorrow; and also, that he could exchange some of his surplus to some other man, each man profiting by the exchange since each gets things he needs in place of those he can easily spare. — American Ro/liiiff Aim Co.

Inesi

e standard of Perfection

. ■<'

in Art arid Pencils

J.

M

PENCILS

Perfection in a pencil means adaptability to the purpose for which it is made. VENUS, pre-eminently an engineer's pencil, fulfills the most exacting requirements of the most exacting of professions.

VENUS leads, the smoothest and strongest obtainable, are unvaryingly true to their shade of black which is the world's standard.

17 shades of black — 3 indelible .VMERIC.^N PENCIL CO., Dept. H-A, Hohoken, N. .J.

. oveinhcr.

1929

THE TECHXOGRAPH

49

With a mighty surge Industry rolls on . . . and modern production rolls on Timken — the one bearing that does all things well.

Timken ability and versatility are destined to play a more and more important part in the future life of the nation, and student engineers will find it well worth while to make a close study of the present applica- tions and possibilities of Timken Bearing Equipped — wherever wheels and shafts turn.

Whether the loads be all radial, all thrust, or both in combination, Timken Bearings

— with their exclusive Timken tapered con- struction, Timken POSITIVELY ALIGNED ROLLS and Timken steel — can be entrusted with the peak of the production load of the world.

Industry, Agriculture, Transportation, Mining feel the mighty momentum of mod- ern methods . . . replacing the obsolete with "Timken Bearing Equipped" . . . stepping up the speed . . . defeating deadly friction ...beating down high costs ... slashing maintenance ... placing lubrication at an irreducible minimum ... setting deprecia- tion at defiance.

THE TIMKEN ROLLER BEARING COMPANY, CANTON, OHIO

ipnBfli]aimi'^s:iiBii^jMM

50

'l"IIK 'riX'llXOCRAIMl

\ovt'iii/'cr. 1929

Steel Sheets

THAT GIVE MAXIMUM RUST-RESISTANCE! \^

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Highest quality steel sheets for the engi- neering, railway, industrial and general construction fields. This C^.ompany is the largest and oldest manufacturer of

Black and Galvanized Sheets, Keystone Rust-resisting Copper Steel Sheets, Tin and Terne Plates adapted to all known uses. Sold by leading metal merchants.

The produCTs of this Com- pany rcprc-aenthiehest stand- ards of quality and service MaJi: right— sold right.

SHEET STEEL

(iiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiniiiiiiiiiiiiiiiiiiiniiiiiiiiiriiriiitniiiiiiiiiiiiii

New York. Philadelphia. Pittsburch. and St. Louis. Write nearest Sales Office for information and booklets.

American Sheet an3 Tin Plate Company

"frvu- ^ General Offices: Frick Building, PITTSBURGH, Pa.

UNITED STATES STEEL CORPORATION

NCIPAL SUBSIDIARY MANUFACTURING COMPANIES!

Steel Company Illinois Steel Company

Minnesota Steel Company National Tube Com

J)epend&ble Service The Lorain Steel Company Tennessee Coal, Iron A R. R. Company Universal Portland Cement Company

4-0W/>

STANDARD BY WHICH

QUALITY IS JUDGED

in all forms of

RUBBER INSULATED WIRE and CABLE

VARNISHED CAMBRIC WIRE andCABLE

IMPREGNATED PAPER CABLE

AND TAPES

Uanufaciured by

,,, .. ■ THE -" ^

Okonite Com! konite ■ Callender

SOI FIFTH AVENUE, NEW Y'

Index to Advertisers

Allis Chalmers 41

American Engineering Company 38

American Lead Pencil 48

American Sheet and Tin Plate 50

Bailey Meter Co 48

Bausch & Lomh Optical Co '. 40

Bell Telephone 36

Brown & Sharpe 46

Crane : 27

Dow Chemical Co 39

Dupont 51

General Electric Back Cover

Crubb 44

Hercules Powder 40

Ingersoll-Rand Inside Back Cover

International Combustion Inside Front Cover

Jenkins Bros 41

Koehring Co 43

Mississippi Wire (ilass 1

New Departure 52

Okonite 50

Otis Elevator 45

Ransome Concrete 47

Reading Iron Co 35

Real Co-Op 42

Stockham Pipe & Fittings 33

Sullivan 29

Taylor Instruments 34

Timken 49

r. of I. Supply Store 44

I'nion Carbide Co 31

Westinghouse 2

November. 1929

THE TfXHXOCRAPH

51

Blasting Circuits

the blast and to

holes with elect

detonator wi

.onnectiona. A. Power or lighting .ircuit. ph f.ir closing circuit. C. Leading wires of In keep the switch "B" a safe distance from each to the last hole to be fired. I). Bore c detonators. E. Connections between the :8 from holes "D" to the leading wire "C."

Lesson No. 3 of

BLASTERS' HANDBOOK

EVE^ the way that wires are twisted together in making connections has an important bearing on proper use of explosives. Electric blasting is hedged around with most elaborate rules and precautions. There are series and par- allel connections, parallel series and series parallel circuits. Blasting machines or power circuits for electric blasting are surrounded with great mystery.

In Chapter Three of the Blasters'' Handbook this matter of blasting circuits is illustrated and comprehensively described. The selection and use of galvanometers, rheostats and blast- ing machines are explained. Tells how to prevent misfires, how to test a circuit, how to locate a break, how to use a resistance table and many other practical phases of blasting circuits.

The Blasters' Handbook, prepared originally for the use of du Pont field service men, is an extremely practical reference and study work. Leading technical institutions are using the Blasters' Handbook in their classrooms. Pocket size for vour convenience.

This coupon tvill bring you a copy FREE. Send it off IS'OW.

JiJPOSi:

J.S. PAT.OFf.

E I. I)U I'O.NT DE NEMOURS & CO., INC., Explosives Department, Wilmington, Dclawan-. Without cost or obligation on my part, please send me a copy of the "Blasters' Handbook."

Name.

Course of Study Univc

Institute? <■'»«» "^

Citv.

52

'I'm: 'iix'iin(k;rai'H

Sovcmhcr. 1929

routrolliuji tlie Unseoii in Steel

DHOTOM ICROCRAPH of

blearing steel after forging, tthed with nitric acid and tagnified 1,000 diametera.

'THE tame sleet after nor- malizing and annealing. Showing fine spheroidised grain structure so important to strength.

AFTER forging, the next step in the prep- aration of the steel for New Departure Ball Bearings is to relieve all internal strains ... to refine the grain and to soften the steel to a point where it may be readily machined. The grain is refined by normalizing in the batteries of oil-fired furnaces shown above where a relatively high temperature is maintained uni- form by the use of electric pyrometers.

After a precisely determined time the forgings are removed and allowed to cool in air. This operation removes the heterogeneous structure of the steel and puts it in the best possible condition for annealing.

I'iew oj part o/ A'e»v Departure's gigantic heat treating plant.

Annealing is required to soften the steel and eliminate strains from forging. This heat treat- ment brings the forgings to a temperature just be- low the hardening or critical range of the steel and holds this temperature for a relatively long time.

Through special processes unique with this company the steel is spheroidized — or brought to a structure of minute spheres. By this method can New Departure's special analysis, high carbon chrome allov steel be cut with relative ease without tearing.

Only by an intimate knowledge of metallurgy and the ability to control the unseen in steel are New Departure Ball Bearings produced with a uniform endurance unsurpassed elsewhere in industrv.

Newiepartii^gll Bearings

e New Depar t^'P^e MfcaAi ufacturi n^ C o..

^~B r i s I ^'^W^^P^Z^^ c t i c u t icao;o • Det I'No^^ftJSs^ San Francisco

Th

c h

They Save Time and Money

This photograph, taken in one of the principal cities of Europe, shows clearly what an Ingersoll- Rand Portable Compressor and 6 Paving Breakers w ill do in a few hours' time. Because of their labor- saving features, these outfits have replaced hand methods in almost every country of the world.

'Eyes"

for

blind

TJjvee neiv G-E coiitvibut-l®n€ to the conquest of i'he air

LINDBERGH, flying blind much of the way, / hit Ireland "on the nose" as he winged toward Paris. Nov/, as an aid to air navigation comes the magneto compass, a product of Gen- eral Electric research, which gives pilots a nav- igating instrument of extraordinary accuraq'. Meanwhile, two other General Electric contri-

butions to aviation have been developed — the electric gasoline gauge and the radio echo alti- meter. The ordinary altimeter shows only height above sea level. The radio echo altimeter warns the pilot of his actual distance above ground or water by flashing green, yellow, and red litrhts on the instrument board.

Evei-y year hundixds of college-trained men a;:di::o::ien enter the eir.ployment of General Electric. Research, similar to that which developed "eyes" for blind fly- ing, IS one of the many fields of endeavor in which they play anir.:portant part.

JOIN VS IN THE GENERAL ELECTRIC HOl'R, BROADCAST E\TRV SATTRnAV AT 9 P.M., E.S.T. ON A NATION-WIDE N.B.C. NETWORK

GENERAL

ELECTMC

fTivte-f of tlsc

for jat^u^ry 1930

<?AeinPerii\CL

CC7

11^9 e

/ .

lated

1855 • SEVENTY-FIFTH ANNIVERSARY ■ 1930

Measuring the progress of 75 years

From small sliops to vast factories . . . from blacksmith's fori^e to six-ton electric turiiaces . . . trom Joule's theory ot heat to superheat . . . trom guesswork to science . . . from waste to economy — these hint the revolution in industry since 1855.

I'he growth ot Crane Co. through these years is a signiticant reflection ot the growth otall industrv. From a one-man shop founded three-quarters ot a centurv ago, it has grown to a world organization, meeting in its own factories the power and production problems that have faced other manufacturers. Supplying the piping materials that have released power, effected econ- omies, and increased production everywhere, it has ot necessity met and solved piping problems as they have arisen in all industries.

Now in its 75th anniversary year, it serves all industries with the materials developed, the knowledge and ex- perience gained. To engineering students, its customers of the future, it offers a valuable reference book and research manual on metal reactions under high pressure and superheat: "Pioneering in Science." Write tor it.

^CRAN E

CRANE CO., GENERAL OFFICES: E36 S. MICHIGAN AVE., CHICAGO NEW YORK OFFICE: 23 WEST 44TH STREET

Branches and Sales Offices in One Hundred and Ninety Cities

Fittings

Janiitiry, 1930

THK TKCHXOC^RAI'H

53

air power cuts the cost and electricity

inland its shaft coupled 3 tliose of the compres- sor. Hither compressor can be operated alone, in slack periods.

serves new millions

Balanced Angle Compressors increase profits for Builders of % of Americans electrical equipment

In the plant illustrated, two twin Balanced Angle Compressors were bought first. Then a third, a fourth, a fifth, followed in quick succession.

While air proved its economy on a swiftly-growing list of uses — ■ Balanced Angle Compressors proved their economy in power, maintenance, and floor space.

They have proved their economy to leaders in every industry. They Compressors. will prove it to you.

Why not send notr for catalog 83- J 1

S U t-'t"-! VAN

Sullivan Machinery Company

815 Wriglev Bliig., Chicago

A cost cut on an electrical product may bring a million customers. A million new buyers in industry — or a million new families who wash, iron, sew, clean, refrigerate, or exercise, electrically.

Production processes and ma- chines set the growth of the elec- trical industry. They are adopted, when they prove they can cut costs.

— and today, builders of two- thirds of America's electrical equipment use air power from Balanced Angle Air

54 , 'J"Hi; 'J"i:CllN(HiRAl'll .hi>n,ary. n^Jt>

Illinois' Only Co-operative Book Stores

Correct Writing Paper For Men

Using the correct paper for your personal correspondence is as essen- tial as using the correct forms for engi- neering reports — you are graded on both.

Etiquette demands the personal letter and for men there is the right and wrong kind of paper.

These two stores ha\ e the right kind. From our assortment you can select the proper stationery for your use.

The prices are \qv\ reasonable.

SOUTH TH*? »^»^AJ rWnn EAsV

bUlllH I I I THE STUi)ENTS- SUPPLY STOREsl ■ 1^ tAS 1

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January. 1930 . TH K TI A"l I \( X ^RA I'H

The TECHNOGRAPH

rXIVERSITY OF ILLINOIS Ml mlui nj I lie Eiiijiiu'irintj (College Magazines .IssocialeJ

Volume XLIII January, 1930 Number 2

Contents for January

European Airports 57

John S. (jrandell

State Bond Issue — Route 67. Section 101 59

B. L. Pickett

Television Officially Takes to the Air 61

IV. P. Buryhind

Some Present Day Trends in Machine Design 63

C. W. Ham

V^ariable Wings 65

Warren J . Baker

Editorials 66

Contemporary Engineering News 68

Departmental Notes 70

Alumni Notes 72

Once Covers 74

Inspection Trip Reports 76

Index to Advertisers 98

Member.'i of the iincfiiiecriiifj College Maqasines Associated

Chairman: Willard V. Mcrrihiie. 1 River R„a<l. Sclienectady, N. Y.

Armour Engineer Purdue Engineer

The Transit Minnesota Techno-Log

Iowa Engineer Wisconsin Engineer

Colorado Engineer Tech Engineering News

Nebraska Blue Print • Cornell Civil Engineer

Sibley Journal of Engineering Kansas State Engineer

Rose Technic Princeton E. A. News I.ette

Michigan Technic The Technograph

The Ohio State Engineer Penn State Engineer

The Pennsylvania Triangle Kansas Engineer Oregon State Technical Record

Published quarterly by the Illini Publishing Company. Entered as secon<lclass matter, October

.'0. 1921. at the post office at Urbana, Illinois. Office 213 Engineering Hall, Urbana, Illinois.

Subscriptions $1.00 per year. Single copies, 30 cents.

I niVOCRAl'll

Jiiiiiiiirx . I^M)

^

Jon

1930

THi; tlch.\()(;rai'h

57

The TechnoompH;

Published Quarterly by the Students of the College of Engineering — University of Illinois

\ (IT.UME XLIII

JASLARY, 1930

Number 2

European Airports

\^\ John S. Craxoeli. Professor of Iliyhicay Enijiiiceriiig

IT REQl'IRED the genius of Will Rogers to wake \ip the American people and make them sense the

fact that aviation was making greater headway in Kurope than in its birthplace. His series of articles in rlu- Saturday Evening Post in which he told of his trips through Europe bv regular flying services was most illuminating. Americans were made aware of the lack of regular scheduled commercial flying over prescribed routes, and also of the lack of suitable airports and air- ways. It was with the idea of learning from Europe that the writer spent two summers there investigating the subject of airports.

Three great ports stand out from all the others. These are the London port of Croydon, the Berlin port of Tcmpelhof, and the Paris port of Le Rourget. Man\ of the lesser ports are distinctly disappointing, in man\ cases being no more than a level field with a .small hangar or two. The three ports mentioned, however, arc well worth a visit, and much that we have incorporated in our ports now building has been copied from them. Europe, too, is occupied with building new ports at the moment. Many of the problems to be solved in the .selection of site and arrangement of the ports are com- mon to them and us, altho the congestion found around foreign cities is even more pronounced than it is with us. Land areas of suitable size ideally located are all too rare everywhere. One writer urges the building of the city around the airport, and that is all right if the city has not yet been built. City planners can well afiford to heed this advice when they are laying out new towns, but such advice does not help New York or Chicago or any other of our large cities.

The American visitor to the European airports is first impressed by the inabilitx of anyone to enter upon the flying fields without permission. High wire fences surround the fields, and entry is possible only through the guarded hallways. This is a feature that we might well cop\'. Often at our own ports the fields are so crowded with pedestrians that the flyers can find no place to land. In Europe it is quite necessary to allow onl\' passengers and employees to enter upon or leave the field since customs inspection is made of everyone, and immigration officials must see that no one enters or leaves the country without being duly examined. There was once a violation of all rules of immisiration, customs

and police authorities at Le Bourget. That was when Lindberg arrived. The assembled crowd swept the fence away, tore out the windows of the Administration build- ing and rushed through it, and advanced onto the field taking the powerless police and army officers with them. This crowd was most unruly. Two persons died from injuries sustained, and many were injured slightly. The policeman on duty at that time told the writer that over five hundred hats, three hundred canes, and about a hundred umbrellas were picked up on the field the next day, as well as eleven shoes.

There seems to have been little attention paid toward building paved runways. For the most part the landing fields are only grass-co\ered, with fair sized aprons of either concrete or tar macadam. Care has been taken however, to provide adequate drainage of the grass fields. At Le Bourget a shepherd and a flock of sheep keep the grass well mowed ; the shepherd mo\ es his flock about from time to time, marking off their location on the field by flags mounteil on small flag-poles. A shift

Le Bouri/el .lirtorl

in the wind causes a shift in the location of the sheep, to keep them out of harm's way. It was explained that the cost of mowing is zero .since the sale of the sheep from time to time pays for the wages of the shepherd. Some of the smaller fields were not so well taken of. .At Tempelhof the large concrete apron had given the authorities considerable annovance as it dusted badlv,

58

THETECHN'OGRAPH

,/.,

IV.W

thus damaging motors and creating a nuisance. It was given a surface treatment with a bituminous material which, to date, has proved to be satisfactory. From the looks of the untreated apron it would seem as if dirty aggregate had been used.

Hangars are of all sorts. Almost everything has been tried. Still the search goes on for something better and cheaper, for some of the early hangars were huge and costly. All of the hangars visited seemed to exhibit one grave fault, and that is their inability to be kept warm in cold weather. When the doors are opened to admit or release a plane the warm air rushes out and it takes hours to again warm the hangar to such a degree that the mechanics can work properly. This is a very serious matter where regular and frequent passenger service is attempted. The writer suggests that each han- gar be constructed with a vestibule, or air lock, such that the planes entering or leaving can be locked through, as in caisson work. A heavy canvas curtain would serve the purpose.

Much is being done to attract the populace to the foreign airport. At the Littorio airport in Rome there is an entrance charge of a lira, about six cents. This small fee keeps out the rabble, but is not high enough to keep out the crowds, so that often as many as 6,000 persons a day are admitted. Sight seeing flights may be indulged in for a very small sum, a tea garden, restaur- ant, dancing floor, and athletic field are available, and the people can watch the fliers to their hearts' content. Tempelhof and Croyden likewise, have done much to attract the visitor. The Littorio and Tempelhof are each close to the center of town and hence the crowds can readily reach them. The amusements offered, the small entrance fee asked, and the concessions go far towards making these ports self-supporting. One very noticeable feature of the foreign airports is the excellence of the restaurants and their really cheap meals. This is a fea- ture that American ports can well copy if they wish to attract people to them. At Le Bourget the writer had a delicious lunch for 80 cents. A similar lunch at a prom- inent American port cost $2.10, and the latter was badly served and poorly prepared and cooked.

The published figures of passenger miles flown in Europe are very impressive, and they would seem to in-

dicate that a great number of people are using this means of transportation for long journeys. Yet, if a ticket agent is caught off his guard enough to tell you the truth about the matter you get the idea that many of the lines are operating daily with very few passengers. To sit in the restaurant of one of the big ports for several hours watching from the windows the passengers arriving and departing, one learns that a few of the routes are well patronized, but that many of them seem to carry almost no passengers, but quite a little express matter or "goods." The rapid transportation of perishable goods by plane has found great favor with the European mer- chants. Cut flowers, fresh butter, fish, and the like are sent in quantities by this means daily between different countries. An advertisement in a Paris paper stated that ladies in England could wire for frocks which would be delivered to them by plane the same day from Paris.

The desire to sell the visitor transportation by plane is most pronounced when the airport is approached. Uni- formed pages from the different operating companies swarm about the bewildered stranger telling him in very indifferent English of the merits of their lines, the cost, the time of flight, the safety assured, the excellence of the service, and any other "come-on" that can be thought up. These pests stop short at the entrance to the Admin- istration Building," as the station is called. Once inside you find comfortable surroundings, which, indeed, may sometimes be very ornate. Customs inspectors and im- migration ofificials are to be seen, ticket examiners and their helpers assist you when the time comes to leave the bin'lding and enter the field. Outside, the planes are warming up, and if the weather has been dry, there is liable to be much dust. It is here that the foreign fields are lacking for the dust nuisance at many of them is almost intolerable.

Since night flying is not much indulged in as yet on the continent, except in Germany, there is nothing that is comparable to our own lighted airways. The lighting of the fields seemed far less adequate than that of our own. Croyden has a lighthouse eqin'pped with Neon tubes, and this is very effective. Its range is about 40 miles. This port also lights its field well with a spe- cial form of floodlight. Tempelhof buildings are well (Con'iiiucil on Paor 90}

Teiiiplchof Airfort at Berlin

Jaiiiinry, 1 9 JO

THE TECHNOCiRAPH

59

Ft//. 2 — Box culvert at Station 4-15

Fig. 4 — Thirteen foot cut at start of excavation

^

State Bond Issue — Route 67, Section 101

B. L. Pickett, c.e. '29 1929 Schaefcr Prize (competition Essay

THE project which I am about to describe, is the paving of the State Bond Issue Route 167,, Section 101, between Wataga and Victoria, 111., some seven miles north of Galesburg, during the summer of 1928. This nine mile stretch of concrete was laid by the Anderson and Empie Construction Co., of Marshall- town, Iowa, under the direction and supervision of the Illinois Division of Highways, District No. 4, at Peoria, III. Mr. L. Lamoreaux was the Resident Engineer in charge, with Mr. L. F. Sands as mixer inspector, and myself as plant inspector. The last two were interchang- ed after a month of construction, however.

Sketch No. 1 shows roughly the territory in the im- mediate vicinity of the road. It will be noted that the materials plant was located at Alert, about half way be- tween the two towns. The aggregate from (Ottawa, and the cement from LaSalle, 111., were brought in over the C. B. & Q. R. R. and the G. & G. R. R. to the plant where they were loaded to the shed and stock piles re- spectively. The method of proportioning the aggregate was different from the usual Illinois one, being that ot weight measurement used in Iowa. During my time as plant inspector I ran frequent moisture tests on the stock piles, and on every car of aggregate that came in, and adjusted the scales on the hoppers under the bins, ac cordingly, so that the amounts of the materials in the batches would be uniform. I believe that the success of this trial of the Iowa method had much to do with the rccctit change in the Illinois specifications, whereby weight has been substituted for volume as the method of proportioning aggragate.

The order in which the paving was done is also shown in the sketch. This appeared to the contractor to be the most economical distribution, and worked out very well, the first stretch being used to haul over for the construction of the third and fourth stretches. The fourth was so arranged because rain made work in .i deep cut at Sta. 700 impossible for a long time.

The plans for the job were made up in the Peoria office, following the location survey, and sent out to Mr.

Lamoreaux. The new road was to follow closely an old oiled earth road, and the plans showed the horizontal and vertical alignment of both, giving also the location of all culverts, farm entrances, .section corners, and other pertinent data. The road was practically straight the whole distance, the maximum curve being only 1 58, except for its junction with Route 28, a half mile north of Wataga, where one of the curves was 125 08. In general the profile was very Hat, there being only four dips or rises where the grade was more than 1.00 per cent, with a maximum of 3.6 per cent, and a total stretch of 5900 ft. of 0.00 per cent grade. This neces- sitated quite a bit of special slope ditch construction.

Starting at the Wataga end with his stationing, the Resident Engineer ran a line of levels over the route, both for the purpose of checking the original survey, and to establish bench marks about every 1000 ft. to use in setting stakes. He first set a line of right of way' stakes on the R. O. W. line, every 100 ft., marking on them the amount of cut or fill at the center line and the side slope, for the use of the "rough grade" men. Then he set location stakes for the culverts along the road, so that the sub-contractors could get as much as possible of their excavation for them done in advance of the grades.

The culvert men excavated to the depth required by the plans, and to the width necessary to get their forms in ; this usually taking about three days. Most frequently they dug another narrow ditch so as to divert the stream, if there was one, around their work. After the excavation was done, the footing, or base, was pour- ed, and the forms of wood constructed on it for the barrel and headwalls. The large.st culvert on this project was a double 5' x 6' box culvert at Sta. 4 15. From sketch No. 2, which is of this culvert, it will be noted that the content of this in cu. yds. of concrete is 94.6, rather a large one. Print No. 1 shows some of the forms of the east end of the barrel and east headwall. On the left is the 2-bag mixer used which took its water from the tank on the near side of the ditch. The cement can be seen piled on the ground near the mixer, and

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print No. 2 shows the piles of sand and gravel. Boxes, similar to that in the left center of the latter picture, were used to measure out the correct amounts of aggre- gate for the l:2|o:4 mix.

The long-handled spades which the men are holding, were used to obtain a smooth iinish on the sides during the placing of the concrete, and to secure a uniform mix- ture. In the 8' X 6' culvert shown in print No. 3, this was not done adequately, with the result that when the (ill oNcr it was puddled, water poured through honey- rombed places in the walls. It was immediately con-

F'uj. 7—Tnrnlahli- in uprialimi

denuied. and ordered to be replaced, but for some reason the order was subsequently countermanded and the patches plastered over with a sand and cement mixture instead. The pipe entering the culvert in this picture, is from the punio to the right of the road at Sta. 306 00, and which furnished water to the mixer from this stream.

After the culvert men came the "rough grade" men, with their excavator and their dump wagons. The exca- \ator was pulled by a 10-ton Mack caterpillar tractor, and the dirt carried up from the blade on a rubber-fiber belt, and dropped into the horse-drawn dump wagons, which traveled alongside it. Pictures 4 and 5 show the start of the 13 ft. cut mentioned above, between Sta. 7 00 and Sta. 12 00. A soft clay was found at a depth of S ft., and a clam shell finally had to be brought in and the tractor used to pull the wagons, before the cut was finished. These "rough grade" men were supposed to set the subgrade within .2 ft. of final grade, but sel- dom did. Usually it was closer to .4 ft. or .6 ft.

The rough graders were followed by the "tine grade" men, as they were called. Their job was to bring the roadway to the exact ele\ation required by the plans, and they did this by means of the Wir Subgrader, a 5-ton gasoline roller, and, when necessary, men with teams and plows or scoops. The fiueman followed the

grade or pavement stakes which the Kngineer had set in the meantime. These were 22 ft. apart, driven to grade, (le.ss the 1 in. crou^n), and a tack line run along the top of the right side to assist the form setters in alignment. A portion of the subgrader can be .seen at the left of print No. 6, the engine not showing.

When the subgrade was sufficiently prepared for them, the form setters brought up the 9 in., 10 ft. steel forms, and set them 2 ft. and 20 ft. from the tack line on the stakes, with their tops on a level with the top of the stakes. The foreman of the form setters was an old hunchback Swede, fulh' 80 years old, but who could drive a pin faster and truer than anyone on his gang. These pins were of steel and from 18 to 24 in. long. The forms were held in place by three of these and a lock at the end by which they could be joined. After placing, the sides were tamped to prevent movement when the finishing machine came upon them. The in- side face was painted with Summer Rlack oil so that the fresh concrete would not stick to them.

About 1000 ft. behind the form .setters came the paver, or mixer, as it is usually called. The trucks with their 6-bag batches, weighing a triHe over two tons, drove between the forms to a turntable (see print 7). where they were turned around b\ a boy, and then back- ed up to the mixer. This prevented turning and back- ing which might knock the forms out of line. However, even with the turntable, the trucks rutted up the sub- grade considerably when it w-as soft. Print No. 8 shows a truck which has just dumped its load into the skip of the mixer.

The paver used was a Koehring 27-E, and gave very good service over the whole run. The hose shown in No. 8 that comes into the mixer at waist height, is the water intake. From here the water was raised to the cylindrical tank on top. and from there admitted to the drum by an automatic device which was set by the mixer operator. The amount admitted varied from 12 to 23 gallons, depending on the amount of moisture in the ag- gregate, and condition of the subgrade. This took from 6 to 12 seconds to enter the drum, and then the mixtme of sand, gravel, cement, and water for the l:2:3i/> mix used, was mixed for at least 60 seconds; the count com- mencing when all the water was in the drum. Another device so locked the machine that the drum could not be emptied till the time was up. This was set by the mixer inspector, and checked frequently to prevent tampering.

When the concrete was mixed the set time the lock released, and the operator emptied the drum into the dump which traveled on an I-beam, some 14 ft. long. This bucket then dumped the concrete on the subgrade between the forms. As may be noted from prints ID iContiiiui-d on Piujc 94)

Fig. 9 — Mixer in operation

Fig. 10 — Concrete being Jum/c./ an suhijruile

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61

Television Officially Takes to the Air

W. p. lU RC.i.i \i). e.e. 'M

IX ISSL I\(j the first permanent television broadcast- ino; license to the CJiicago Daily Nni's. the Federal Radio Commission has officially installed television as a practical science, and no longer one for solely ex- perimental purposes. Elaborate preparations are being made in the new Daily Nejvs building for the installa- tion of a television studio and control room for the si- multaneous transmission of voice and pictures. The equipment to be installed is being constructed by the Western Television Corporation of Chicago, the devel- opers of the triple-spiral system invented by U. A. Sana-

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bria, engineer for the corporation. At a recent demon- stration before representatives of the radio commission and other interests, the Western Television Corporation, through its experimental television station W9XA(^ and through co-operation with radio station WIBO of Chicago, produced a program of simultaneous voice and picture transmission which promptly met with great enthusiasm on the part of those witnessing it. The sig- nals were received in a hotel room several miles from the transmitting station, and the simplicity of operation of the receiving equipment as well as the clarity and freedom from distortion of the reproduced image met with instant approval. Since this demonstration receiv- ing equipment has been taken fifty miles from the trans- mitter and with the use of comparatively low power, the signals have been received with no apparent diminu- tion of intensity or clarity. With increased power the radius of picture transmission promises to be almost as large as that of present day radio.

The system being employed by the Western Tele- vision Corporation in its installations is that of the spiral pin-hole scanning disc type using, as already stated, the triple-spiral disc. The operation of this type of picture transmission has been treated in current technical publi- cations and will be presented only in very general form here, attention being paid particularh- to a description of the apparatus being used.

The fundamental principle upon which television depends is that of transmitting the light intensities of the elementary areas which make up the subject being transmitted. By transmitting the light intensities of these elementarv areas in definite order and at a rapid rate.

a continuous image at the receiving end is formed due to the retenti\ity of the human eye.

The details of the general construction of the triple- spiral disc which accomplishes this division into ele- mentary areas are shown in figure 1. The three spirals are identical in construction except for the distances from the center at which the holes are located. The radial component of the distance between center lines of two successive holes of any one of the three spirals is slightly less than three times the diameter of the hole. Assuming one spiral at a given distance from the center of the disc, the next spiral on the disc is placed one-third of this radial component closer to the center, and the third is placed two-thirds of this component distance closer to the center. If a source of light were permitted to shine through the holes of such a disc and on to a screen, it is obvious that for each revolution of the disc, a complete field of illunu'nation on the screen would re- sult. The order of scanning of the beam of light issuing from the pin holes as the di.sc revolves in. therefore, as illustrated in figure 2. (Illustrated for simplicity for a triple spiral disc with five holes per spiral). At present the practice is to use a disc with fifteen holes to each spiral or forty-five holes on the disc. The holes are of a diameter somewhat less than fifty-thousandths of an inch, depending upon the size of the disc and the num- ber of holes per spiral.

For transmitting the signals a disc of this type about eighteen inches in diameter is mounted on the shaft of a special type of synchronous induction motor which is in turn mounted on a specially constructed pedestal upon which is also mounted a high-intensity arc light as shown in figures 3 and 4. The housing shown is used to keep <lust from settling on the disc and clogging up the pin

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holes when the disc is not in use. In figure 4 the disc may be seen as it is mounted for operation with part of the housing removed.

The arc-light is of the common carbon type used in motion-picture projection work with an intensity of five- hundred twenty-fi\e million candle-power at the crater. It is focused on the disc by refiection from a spherical mirror mounted as an integral part of the arc-light and adjusted by the adjusting screws shown in figure 4. A framing device just visible in figure 4 excludes light from

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more than one pin-hole at a time, the aperture bein^ of a width equal to or slightly less than the tangential component of the distance between successive holes of a given spiral. The beam of light issuing from a hole in the disc is sent through a lens system mounted on the disc housing (see figure J), anil the focusing of the light beam on the object to be transmitted is accomplished by proper adjustment of the size and the position of the lenses in this system in much the same way that a mo- tion-picture projector is focused.

The object or subject to be transmitted is placed in a special studio adjoining the operating room, and the light beam from the revoKing disc passes through an opening in the studio wall. Around this opening are grouped a number of photo-electric cells as shown in figure 5. The projection lens and disc housing can just be seen through the opening at the center of the cell box. The light beam strikes the subject being transmit- ted and a certain amount of light is reflected from the subject into the photo-cells and on the photo-electric sur- face, causing an emission of electrons, according to the phenomena of photo-electricity. The photo-cell has in addition to the photo-sensitive surface, a metallic ele- ment, which, if maintained at a positive potential with respect to the photo-sensitive surface will attract the emitted electrons, thereby causing an electron flow from the surface (cathode) to the positive element (anode). Obviously, since according to experimental determina- tions, the electron emission is practically a linear func- tion of the light intensity, the electron flow will be pro- portional to the reflected light, and thus the conversion of light energy to electrical energy is accomplished. However, the photo-cell is acting in the simple capacity of a valve similar to the manner in which a microphone functions in converting compressions and rarefactions of air caused by sound waves into pulsating electrical currents and potentials. As the light spot travels across the subject, the reflected light varies in intensity accord- ing to the nature of the subject, and such variation in reflected light intensity causes a corresponding variation in electron emission and thus a variation in magnitude of the electrical current flowing from anode to cathode. The photo-cell current intensity is amplified several mil- lion times by use of what is known as a direct current vacuum-tube amplifier. This type of amplifier will re- spond from stage to stage to constant potential input on the grid of the first tube and will, therefore, produce with greater fidelity, a square wave shape which is im- portant in television transmission and reception. The principle of this amplifier is not new, descriptions having

appeared in many technical publications and text-books. The amplifier is shown to the right of the arc light in figure 4. The output of this amplifier is impressed acro.ss the grid to filament of the modulator tubes which con- sist of three quarter-kilowatt air cooled tubes. They are shown in the background at the extreme right of figure 4. These modulator tubes are connected by use of the method of series modulation to the oscillator tube, a single quarter-kilowatt air cooled tube, which is on the next floor in the transmitter proper shown in figure 6. The method of series modulation has proven extreme- ly satisfactory for this work because it is capable of more faithful reproduction than the constant current or Heis- ing system. It has a decided disadxantage, however, in that it requires twice the plate supply voltage that is necessary for the Heising system and in addition requires that the entire transmitter be at a potential of 2000 volts to ground. However, since the plate circuits of both oscillator and modulators are in series, the total plate current is simply equal to the plate current in the oscillator. Consequently the actual power consumption is the same as in the constant current system.

With the exception of a direct monitor and radio monitor to enable the operator to receive the images both directly and by radio in order to check upon the output, the actual transmitter is as outlined above.

Television reception is accomplished by rather simple means. Some of the check receivers used by the Western Television Corporation are of well-known standard make with several minor changes in order to adapt the wave-band and output to television reception. Figures 7 and 8 show two receivers, the first a standard stock receiver which has been adapted for television reception, and the second, a set constructed for the express pinpose of receiving television signals. Roth of these have been used for continual checking and demonstration purposes and have proven very satisfactory.

The construction of the television receiver is very similar to that of the ordinary radio set except that more attention must be given to the linear amplification of a wide band of frequencies. For good reception linear am- plification from thirty cycles to fifty kilocycles is desir- able, although variation of as much as six or eight trans- mission units at either of these extremes will not intro- duce serious distortion provided that the intermediate frequencies have approximately linear amplification.

With the question of suitable amplification settled, the optical problem of television again comes up. A disc similar to the transmitting disc is used; it may vary in (Conliniii-d on Pat/e 96)

riij. .i — Scanninij apparatus

Fig. 4 — .1 pparatus, slioiviiig scanning disk

1930

THK tech.\(k;raph

63

Some Present Day Trends in Machine Design

C. W. Ham. (Professor of Maihine Dcsli/n)

SEVERAL years ago the sum of five hundred dollars was offered by an organization connected with the machine tool trade for a slogan appropriately de- scribing the machines, such as lathes, planing machines, milling machines, drilling machines, etc., commonly known as machine tools, which comprise the basic equip- ment of the typical machine shop. The winning slogan, "The Master Tools of Industry," is a most fortunate one. for truh these machines are the master tools of our

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great industries, the machines by means of which all other machines are made.

On September 30 to October 4, 1929, in the public auditorium and anne.\ in Cleveland, an exposition unique in character was held. Assembled there was the most complete collection of modern machine shop equipment that the American machine tool industry has to offer the manufacturers of the world, a complete display of these master tools of industry', without a duplicate in the hun- dreds of machines exhibited.

This great machine tool exposition, the greatest of its kind ever held, was made possible by the National Machine Tool Builders' Association. Attendance was recruited from all parts of the United States, as well as from foreign countries, with large delegations from several European nations. The first exposition sponsored by this association of machine tool builders was held in the same place in 1927. Previously machine tools were displayed in small numbers in a variety of expositions to separate sections of the industrial or general public. The machine tools were in these instances grouped with mis- cellaneous industrial equipment, or with displays not directly related to machine tool technique or utilization.

Some statistics which follow may give an idea of the size of the exposition and of the magnitude of the indus- try, which, it should be kept in mind, is only one branch of our great industrial activity.

Four hundred carloads of machinery, valued at $5,000,000 were displayed over an area of more than

three and one-half acres embraced in the exposition hall and annexes. The estimated total cost to the exhibitors was $500,000. There were 244 exhibitors, with 65 more unable to obtain space. It has been estimated that 543 entirely new machines and mechanical devices have been developed during the past year, showing the vast industrial de\elopment at present under way in the metal working field. Exhibits ranged in size from giant machines weighing more than 40 tons, to fragile and delicately poised precision instruments used for measur- ing light waves whose thickness is measured in millionths of an inch.

In evidence were extensive displays of tools developed by the exigencies of the rapidly growing aeronautical industry. These developments are in part due to the fact that aluminum and magnesium alloys and other new alloys are finding numerous aircraft applications.

Notable features of the exposition were the exclusion of the general public, and the fact that the machinery on exhibit was in operation on actual production work. Here was a vast machine shop in operation. The massed product of the industry under one roof, representing the last step in progress, the last word in productive effi- ciency, the best efforts of the country's master designers. Thus ideal conditions were provided for inspection and comparative study by technical experts of modern ma- chine tools and production methods, and for direct con- tact with the designers and operators of the very latest products. For manufacturers to thus place their prod- ucts on exhibition beside that of their competitors in fair and open competition illustrates the fine spirit of the industrv. for the bulk of the attendance, estimated at

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more than 25,000 persons, was made up of buyers, users, specifiers and investigators. It was a show for engineers and executives with minds intent on their problems of efficient production. In the great majority of instances the expen.scs of those attending were paid by their firms, (^ne manufacturer had as many as 60 men in attendance. The superiority of American machine tools is recog-

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nizi'il the world over, and no one could come away from this exposition without realizing the reason for American industrial supremacy.

Anion;; the present day tendencies shown by the ex- hibits is the demand for high production niacliines, with r;ipidl\' increasing substitution of automatic operation for hand operation. Much has been accomplished along this line through the application of hydraulically operated mecham'sms, which up to about two years ago, were r.irelv found in machine tool design.

Two examples observed at the Cleveland show will be cited which are typical of the many achievements of the designer in successfully meeting the demands of industry for automatic machinery. The writer recalls a half jesting remark made many \ears ago, as if speaking of the impossible, "Some one should design a machine so that beveled gear blanks can be poured into a hopper at one end of the machine and finished bevel gears gathered up in a basket at the other einl of the machine." This has literally become an accomplished fact just within the past three months. The machine is illustrated in Fig. 1. The gears are fed into the vertical cylinders or hoppers shown, from which place they are automatically moved into positions, chucked, teeth cut all the way around, and ejected into a chute on the other side of the machine. The only hand operations are those of keeping the hop- pers filled, and removing the finished product from the chutes. This machine was developed by the Gleason Works, Rochester, N. Y., and is an outstanding example of the recent applications of hydraulic operation. With the exception of the drive to the cutter, the entire mech- anism is hydraulically operated.

In Fig. 2 is shown a completely automatic work- feeding device or an automatic lathe recently designed and developed by the .Seneca Falls Machine Co., Seneca Falls, N. Y. In the figure the machine is shown in the set-up for the turning and grooving automobile pistons. No operator is required either for placing the work in the operating positions or for removing it from the ma- chine. A push button starts the machine, which will continue to perform its work without any attention luitil it is stopped. All that is necessary is to place the pistons in a chute or runway. The piston is automatically picked up from the rimway to the left by a mechanical hand, moved over to the operating position in the machine, after which the hand is withdrawn. The same cycle is repeated for removing the piston, the two hands shown in the figure operating simultaneously, one removing a piston just as the other brings a new piston into position in the machine. The mechanisms involved are pneu- matically operated and controlled by adjustable cams op- erating the pneumatic valves. An interesting point here, illustrating the ingenuity of the designer, is that if one of the pistons rolling in on the runway happens to be reversed in position, the mechanical hand will refuse to pick it up and the machine will automatically stop.

Increase in electrically operated machines and tools was evident, and much is being accomplished in the way of eliminating complex mechanical drives by the applica- tion of individual motor drives to various mechanisms in the same machine.

Of interest also is the rapidly increasing use of anti- friction bearings (ball and roller bearings) and the ap- plication of V-belt, Cog belt and silent chain drives. Ball and roller bearings are now being perfected to such a high degree of precision in manufacture that they are being widely adopted in standard designs for spindles of milling machines, gear cutting machines, grinding ma- chines, etc., where extreme accuracy is essential.

Of special interest to the laboratory man and re-

search worker in metal cutting are the application of devices for measuring and recording pressure on cutting tools, and power required to take cuts on different metals and at different points in the .same piece of metal.

An outstanding feature of the exposition was the evidence of the influence of the new tungsten carbide cutting tool alloys ("Carboloy," "Widia") on design. In order to gain the advantages of these alloys machines must be massiVe and sturdy to withstand the heavy duty imposed by the high speeds. The introduction of these new cutting alloys may be likened to the introduction of high speed steel for cutting tools some 30 years ago, and many predict revolutionary changes in machine design dm* to this influence.

The constant demands of the designing engineer for better materials to produce machines to meet the ever- increasing requirements for stronger, faster and lighter equipment have resulted in stimulating the metallurgist to meet the needs of the engineer. The metallurgist is thus filling an increasingly important part in modern industrial life.

The National Metals Exposition held in Cleveland, September 9 to 13, indicated in a striking manner the many possibilities in metal combinations that are becom- ing available for the designer in meeting the ever-increas- ing demands on his product. This exposition indicated, as perhaps nothing else could, the passage from an age of ordinary iron and steel into an age of alloys. The outstanding alloys featured were high-speed cutting alloys, corrosion-resistant steels and irons, high-tensile- strength light-weight alloys, high-test irons, die-casting metals, alloy welding rods, and various alloy tool steels to give almost any desired property. The chief metals that are taking a prominent place in the building up of an almost unlimited number of alloy irons and steels are tungsten, chromium, nickel, cobalt, vanadium, and man- ganese. It was brought out forcibly at the exposition how careful heat-treatments will vary and improve the physical properties of these alloys.

Due probably to the competition of welded construc- tion, as well as modernization of foundry methods, cast iron has luidergone remarkable improvements within a short period of time. Iron castings which were previously obtainable only at great cost, are now commonly avail- able as a result of better technique and through alloying with nickel, chromiiun, silicon, and other elements.

A new method of hardening steel by the addition of nitrogen instead of carbon to the outer surface and known as the "Nitriding Process" gives promise of bringing about certain changes in methods and equip- ment. In the usual process of case hardening steel parts, considerable distortion takes place. In the case of auto- mobile ring gears, for example, special machines and dies are necessary in order to hold the distortion to a mini- mum during the quenching process. Even then there may be sufficient distortion as to call for grinding the_ teeth on expensive grinding machines in order to secure the best results in operation. In the nitriding process there is no appreciable distortion of the metal. Briefly described, the nitriding process consists in placing the part to be hardened in ammonia at such temperature that the ammonia dissociates into nitrogen and hydrogen. The nitrogen penetrates the surface of the steel, pro- ducing a hard case. Since quenching is not necessary, distortion does not take place. Thus, where this new process can be applied, the accuracy of the finished part is not impaired by warpage, whereas, in the ordinary hardening process the accurate machining operations pre- (Conlinurd on Page 9Sj

J(inu<(i'\. 1930

THE TKCHNOCiRAl'H

65

Variable Wings

Warrex J. Haker, com. "29 ( ReprintctI frniii lyestern l-'lyiny)

SINCE the date of the first Hight, enginceis have sought the perfect wing section, with the result that today we have a multitude of forms, each designed for its particular purpose. We have the slow, thick, high-lift wing, and we have the fast, thin, low-lift wing, and a multitude of variations between. But each has definite limitations that are only too well-known to the airplane designer and pilot.

The greatest limitation set by the conventional wing, regardless of its exact form, is its restricted speed range. If the wing is of the thick, cambered variety, it has the desirable feature of low take-off and landing speeds and high-lift, but its top speed is correspondingly limited. As long as speed is the prime reason for the existence of the airplane, a low cruising speed is not permissible.

The operators ask for higher top speeds, and they are given it by the thin speed wing. But as soon as the higher top speeds are attained, the landing speed becomes proportionateh' higher. The runways for take-off and landing must be too long for practical purposes, and the dangers of forced landings become correspondingly greater. So, with the conventional wing as we now know it, the speed range — the difference between landing and top speed — remains fairly constant, regardless of the type of wing employed.

The problem, then, is to broaden the speed range — to increase the top speed without increasing the landing speed, or to decrease the landing speed without decreas- ing the top speed. To achieve such a result, engineers have suggested many revolutionary ideas, few of which have been generally considered feasible by the engineer- ing frateriu'ty.

Excluding the possibility of a radical departure from the conventional (a step which is not considered advis- able at this time), the solution to the problem of secur- ing a wide speed range seems to be a mechanism which will enable the pilot in flight to change the form of his wing to conform to the requirements at the particular time — something that will enable him to take off with a slow, high-lift wing; fly with a speed-wing when he has attained cruising speed, and land with the slow wing.

The variable camber feature of a wing can take one of three forms — a variable trailing edge, a variable thickness, or a combination of both.

The idea of a variable camber has been the subject of experiments since 1919. One of the most successful of recent experiments was that of Harry Rocheville of Los Angeles, who designed and built a plane with a variable trailing edge in 1928. Test fligfits of this plane, a parasol type monoplane with a Clark Y section, showed repeatedly that the landing and take-off speeds were de- creased b\ 1 S miles per hour by the mere dropping of the trailing edge 10 degrees.

Another development of the varible camber idea is that of the Dare Airplane Company of Detroit. Tiiis company began experiments in 1921, and with the esti- mated expenditure of a half million dollars, has devel- oped the Dare all-metal variable camber airplane, which is entered in the Guggenheim safe-aircraft competition.

The other alternative, that of varving the thickness

of tile wing, has been woikeil on b\ the Industrial 1 )e- \elopment Company of Portland, Oregon. In this wing, tiiere is no variable trailing edge section, the only change being in the thickness. Perhaps the chief difficulty with the "swelling wing" would be an uneven airflow, result- ing from the expansion being concentrated at one point along the upper leading surface.

The problem of both varying the curvature of the airfoil and expanding or contracting the thickness while in flight seems to ha\e been solved effectively by Roche- ville. Since his first experiments with a variable camber wing, he has designed and built an experimental mono- plane employing both the deflected trailing edge and ex- pansion rib ideas. The plans has been given its prelimi- nary flight tests with favorable results.

In the Rocheville wing, there are two simultaneous movements of the airfoil ; one a change of the camber ratio of the wing section (that is, the maximum thick- ness of the airfoil to the length of the cord), and the other a variation in the angle of attack of the trailing edge. These two movements are produced by a single control located in the top of the pilot's cockpit.

The basic structure of the Roche\'ilIe wing from the leading edge to the rear spar is in the form of the con- ventional Clark Y. The Clark \ ribs which extend only from the leading edge to the back of the rear spar are immovable and serve as the basic support.

Alternating with the stationary ribs are the expansion or movable ribs which are built up in two sections. The main section, that part extending from the leading edge to rear, only influences the airfoil on the upper side, the lower portion of the wing having the stationary Clark Y ribs as its foundation. The rear section of the movable ribs forms the support of the variable trailing edge. Channel type welded steel ribbing is used to make up ,ill webs.

The variable feature of the wing is operated from the pilot's cockpit by a control attached to a steel t\ibe ex- tending throughout the wing section midwa\' between the front and rear spar. \ half-turn of the control tube operates by a cam action the variable mechanism which simultaneously expands and controls the wing section and lowers and raises the trailing edge about 10 degrees.

The result is this: — The wing is changed from the thin, Clark Y section to the thick (lOttengen 387 or any <lesired point between. .•\t both the Clark Y or the Got- tengen and at every point between, the center of lift re- mains the same, a.ssuring stability. It is needless to say that the Gottengen is used by the pilot for his take-offs and landings; the Clark Y in flight with normal load, and some compronu'se between the two for special purpo.ses.

\ow the question properly arises. "How is the cover- ing on the surface of the wing to be kept tight against the airfoil at all times?" All expansion and contraction of the surface is taken care of at a gap in the top of the wing above the row of eccentrics. A heavy strip of rub- ber feeds out or draws in the two ends of the wing cov- ering as required by changes in the form of the wing. (CnnliniirJ on Paijr 91)

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LDITORLAL

THK TECHNCKiRAl'll STAFF

.1. \V. HoWOI-F '30 Editor

W. 1'. HiirfiliMiil '31 Issislant Editor

I,, j. Ilalvoisen '31 Issislanl Editor

I.. L. Iliipe '31 Assistant Editor

c;. F. Drake '30 /// Editor

V,. MACKKV '30 liiisinrss Manaijir

v.. Burke '32 National .Idvrrtisini/ Manayrr

K. (". Suhr '32 Local .Iditcrtisiny Manaijrr

K.. Lind '31 Circulation Manaijcr

). F. Elman '31 (-'"/'J' Manayrr

ASSISTANTS

R. ¥.. l.ee, R. C. Simon, T. W. Merniel, R. Wild, E. C. Whittakcr, O. Jolinstone, J. Tiffanv

J. V. Coombe, D. F. Miilvihill, A. E. Schubert, L. Winget, \'. H. Hoehn

Wings

"Air-mindedly yours" closes a recent letter to the Techiiograph. And thus is expressed the enthusiasm of this generation tor that new branch of engineering, and of life — travel by air. Airplanes have come and they have come to sta\'. The enthusiasm for them, while in part just a fad, nevertheless is earnest, and ver\' essential in the development of aviation. And finally, the enthu- siasm is not going to dwindle, but is going to increase until, finally, travel in this manner is accepted as a usual thing.

And such a survey of the problem brings many ques- tions to a luiiversity. M. I. T. and (jeorgia Tech each have their aeronautical schools. Many other large uni- versities have such divisions, or have plans for such al- read\- under way. Then how about the University of Illinois. We should not lag behind the rest — we should not be the "last to turn," but yet, we should nor merely "follow suit."

A school of aeronautics would undoubted h have a large following; there would be little trouble inducing students to "seek the opportunit\ of a lifetime." But what would be taught ? Aviation has not been developed far enough along that is separate from all other types of engineering. Nor is it advanced enough that the fun- damentals are definitely established. Aviation is still in the experimental stage, and for some time to come experi- ments nuist he made for its advancement. Aviation design would be that pha.se taught as engineering, aiui design of today may be entirely out of place tomorrow.

No, there is not, as yet, reason to establish a separate aeronautical school, nor does there seem to be sufficient <lemand to make a degree in such a subject. Hut there are a great many things that could be done in this re- spect. Courses should be taught which give the histor\ of aviation, which show the basis of plane design, and which teach the design of the planes of today. And these courses should not be limited to only those students who plan to go with the fast growing aviation industry, but those who are interested in other lines should be en- couraged to take them. Aviation will be placed on a much firmer basis when people realize the safety of it — and the surest way of doing this is by giving an impreju- diced cour.se on the subject. Then, as a further help, ex- perimental work on the problems should be encom-aged

— work by both the facult\' and imiversity, and by those students working for their master's degree. Problems in welded tubing for framework are many, and tests to prove these welds would be invaluable. Problems of motor design should perhaps be left to the automobile industry, where the capital is sufficient to take up such work in earnest, but those of body construction, of wind resistance, and of control could well be worked on at an institute of this size.

Finis

At the beginning of a new semester, or at the clo.se of an old one, it should be entirely fitting to think back and see just what has been learned in the past, and just how the future should be tackled. And so — at such a time — let .some of us who are looking to the next semes- ter for the last time think aloud.

One should, we suppose, join in with the parties that say grades are everything, or with those who say that it is not the grades that count — it is the bigger things learned. And such a cour.se, if it must be taken, would throw us in the first group, but from a rather commercial standpoint. For grades do mean a great deal at school — they are the standard by which the faculty judge us, and as they judge, so do they recommend; as they rec- ommend, so do we receive. Not always, but usually the !nan with the higher grades gets the better positions, and often he commands the better salary. It is he who is watched more closely, for it is he that shoidd produce the most. But glancing the other way, and seeing the benefits of high grades while in school, one is more likely to be impressed. It is true in a school of this size, that a great many grades are given out by guess work, by a Hip of the coin. Anil when they are .so given, a Tau Bete or a Phi Eta Sigma key is often the charm that throws them to the higher level.

A year ago, the University passed a ruling which gave those with a reasonably high average the privilege of cutting da.sses as often as desired. Such a privilege is not easily taken advantage of within the engineering school, but even the few times when the right is hon- ored, make it decidedly worth while. Other privileges, less definately set by laws and orders, are much more easily obtained by the man with the high grades, for he

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THi; TF.CHNOGRAl'H

67

has come to have a friendly relation with the instructor. Whether it be a late problem, or whether it be help on a report, the results are always better. Hut this friendly relationship brings even more of a benefit — it brings on a comradeship between the instructor and the pupil ; it teaches the student to see things from the more ma- ture eyes of the instructor; and it gives him a friend to whom he may go in case of need. All these things grades will give — and they are the biggest things that one may get from a school.

But as one faces the last semester of his school career, and contemplates studying and writing reports and tak- ing exams for the last few months, all enthusiasm for grades are lost. His average in school is almost defi- nately established, and there are no more honors to come from high grades. Learning, for the pure joy of learn- ing, has long since faded, and learning for the practical value of the subject seems to become a rather doubtful motive, for after all, one does not graduate to design power plants, or to take over and manage railroads. Ac- tivities, if one has engaged In them as he should have, liave passed their prime with him, and he has turned over the biggest share of the reins to the younger and more enthusiastic members. He faces the last semester rather tiredly, ambitionless, and with the idea of getting as much out of everything but studies as possible. And probably he is right. For he has earned a rest, if he can simply coast through.

In this last semester, only a few tilings seem impor- tant — only a few things are important. One must lo- cate a job, one must graduate, and finally, one must not slip so far as to disgrace himself completely. Hut there are things that one could do, which would pay him far above the effort expended.

Survey the past three and one half years, and pick out the weak points. And in this last supreme sacrifice for education, spent the time practicing these points. The\' are trivial, most of them, but they may be the turning point of something more important. Neatness may be the failing item, or poor writing. Or it may be a .social shyness, or the ability to say just the wrong thing at any time. It may be anyone of a number of such small, important points — but if school is boring, the ef- fort, or half-effort in correcting these will be more than repai<i.

Humanizing Departments

The fact that universities and colleges have expanded rapidly during the past decade has led to many practices inimical to the best welfare of the student body as a whole. We will admit that certain pernicious factors creep into mass education that are very hard to eradi- cate, such as uniformity of thought, action, and speech, but the worst of all is the robot-like actions of the de- partments. After the department has been in existance for a few years, lines of action become fixed, thoughts become stereotyped, and a mechanical-like method of pro- cedure creeps in. All of this is felt most keenly by the student body which is not responsible for this condition, hxplanations of theories, methods, and special knowledge pertaining to the individual department are throun at the students with a careless take or leave it attitude, and often sarcasm is indulged in if any lack of comprehension is shown. Man\' students with good brains, but who are unable to get off with a flying start in a new field are hopelessly handicapped unless they are given a small, but necessary amount of detailed information. Any up- perclassman can recall times when he has explained some

rather simple thing to a beginning student that has pulled him out of a near flunk.

This situation seems incomprehensible when one con- siders the millions spent for education. Why not remedy it? More money will avail nothing in this direction. The ultimate remedy must come from with in the de- partments themselves. If the instructors would show a more friendly attitude toward their classes as a whole and act like human beings rather than automatic dis- pensers of canned knowledge, the average student would co-operate heartily. A high scholastic average is the goal toward which all departments arc striving. Humanize the departments and a very definite step will have been taken toward it. — L.L.I I .

Again

Once again reports and essa\s b\' engineers bring to mind the struggle between the engineers and the gen- eral students — the question of whether or not an engi- neer is illiterate, and whether or not a general student can think and reason. The second part of the question is beyond our field, for though we may have never found any that appeared to reason, there are undoubtedly some. But in exactly the same way, though it has never been our privilege to meet an engineer who could write intel- ligently, there may also be some of them.

All sarcasm aside, though, we woniler if the engi- neer is right when he claims that "he ain't got no use for english." For four years he was taught how to write and how to speak in high school. And graduating from there, he had, apparently learned how to speak. But very few of them have learned to write — and very few of them acquire this knack while being exposed to rheto- ric. They simply feel that the\' have no use for it. Per- haps it may be true — it certainly is true that, having not mastered the art of writing smoothly and easily, they will never be called upon to do much of that type of work — but it is at the sacrifice of rise in position.

It is the hope and ambhion of every good engineer, when he graduates from school, to .someday rise beyond the point where he is a "slip-stick" artist, to the place where he may command, by the superior knowledge and reasoning power, the respect of all. Did he ever stop to think just what this means. As soon as a man passes the point of being "just an engineer," he is thrown in con- tact with the production, with the sales, and with the executive departments. And they, knowing nothing about engineering, judge him not by the clearness of his thoughts, but by the clearness of his expression. They judge by what they can understand — and they think, not in terms of numbers, but in terms of words. If he can write smoothly and coherently, thev will more than likely believe him.

Senior engineers turn in reports that would be failed in freshman rhetoric, because of their grammar and spelling. "These kind," "most unique," "engines is," and 'more smoother" are all typical examples of this — each taken from a report. Monotone reports of "The effi- ciency was then calculated. These values were then plotted. The curve shows ..."

We won't suggest that rhetoric should not be required — ^for though students get very little from it, think of what reports would be like without that. Nor will we advi.se that reports be done away with entirely so that there is no chance for these mistakes to show themselves. Hut rather would we suggest that reports be changed, (Ciiiilinuid on Page 82)

68

THK TKCllNOGRAPH

J (in I,

1930

ONTEMPORARY

ENGINEERING NEWS.

6

Improving Coal Preparations

Accnrdin^ to James D. S. Oriiikwater, chief eiiKiiieer of Simoii-C'arves, Ltd., to make small coal a commercial and pay- ing product has been an ever increasing problem for the coal operator. Coal wash- cries and cleaning plants have been in operation for the past half century, and in recent years they have become an es- sential part of the surface equipment of many mines. The demand for clean coal, together with the increasing proportion of small coal now being brought out of the mines, through various causes, and its greater dirt or shale content, have all combined to bring about this condition.

The necessity of cleaning coal led to the invention of many systems or devices, which tackled the problem from various angles. The names of a few of these being as follows: "Trough Washer," "Bash Jig," and the "Draper." The fore- going have been used with varying de- grees of success, but have now run their course and are no longer manufactured today. They have been replaced by more up-to-date plants.

There are many reasons why these plants have been discarded, to name onl\ a few: (1) In the trough washers, the frictional and other resistances grind the edges of coal cubes to dust particles — a thing to be zealously avoided. (2) A sim- ilar misfortune also results in the opera- tion of an ordinary "Bash Jig." (3) With individual sizes of coal being washed separately numerous units were required, to gain capacity of any one size, with consequent heavy maintenances, due to the large number of working parts.

.^11 these drawbacks to washing have been eliminated by the Simon-Carves Air Pulsation System, which has taken the place of practically all devices of simi- lar nature in the British fields.

This type of washer is now being en- gineered and built in America by Link- Belt Co., Chicago, is known as the Link- Belt-Simon Carves Washer." It may be helpful before describing this system, to glance at the economics of coal cleaning, and also the relation of cleaning plants to the remainder of the coal handling e(|uipment.

Present-day inethods oi mining fre- quently result in coal being brought to the tipple donating 50 per cent of "smalls," that is, coal which is too small to be hand picked ; and containing too high a percentage of dirt — often from 20 to 30 per cent — to be salable. It is evi- dent that the market value and outlet for such a large proportion of the mine out- put, arc most vital factors in the paying of non-paying capacity of a mining com- pany ; in fact, even if there is a ready market for this large-coal output, it may be most difficult to show a profit unless an outlet can be found for the "smalls" at a reasonable selling price. The ash

content of the small coal fixes its selling value. Washing costs vary to a consid- erable degree, and in order to arrive at an approximate cost, and profit from the separation, it is necessary to ascertain re- liable figures from many sources.

It may be pointed out that the prime capital cost is only one of several con- tributing items to outlay, and should therefore be considered collectively with all others, when deciding which is an economical plant and layout. As an in- stance, two or three thousand dollars spent on layout that will save the wages of two men, is money well spent, as in a 200 working day year it should show a very appreciable saving. It is most dif- ficult to give definite reliable figures for general use, as naturally the conditions at each mine vary, from many standpoints, such as cost of power, difference in price obtainable for washed coal in different markets. The balance of earning capacity may be arrived at by treating the fore- going items individually for each mine or installation.

In studying new tipple layouts, care should certainly be taken to make satis- factory provision for the installation of a reliable washing plant, as, if sufficient foresight is exercised, the cost of handl- ing may be kept at an absolute minimum, which means less labor, breakage, and power, as well as no inconvenience. If a washery has to be added later, and no provision has been made for it in the original layout, it is not always possible to obtain an ideal arrangement, or one that will cut out the faults named in this paragraph. This appplies very forcibly where restricted sites are concerned.

Continuous running (not intermittent) of an efficient \vashery means good uni- form results. Sufficient siding accommo- dation should be provided for the ready handling of traffic, as the washing plant should never have to stop for cars, due to congestion. In order to shorten the path of coal to the washing plant, the latter should be as near to the screens as pos- sible. This arrangement generally facili- tates the central collection of refuse from pit, screens, and washery, which means less labor. The washery should be de- signed on sound engineering lines, at- tention being paid to simplicity, access for lubrication and adjustment, and ro- bustness of machinery; as after all, the machinery is for coal handling. For this latter reason, machinery parts should be slow-moving. (lood light, and absolute prevention of dust should be given due consideration, a clean plant being a great aid to reliability of both machinery and washing results. Breakage must be kept down to its absolute minimum as coal passes through the plant, for breakage means loss of revenue.

To satisfy the above conditions the Link-Bell-Simon-Carves Washer y has been developed. The fact that it is so

outstanding is quite sufficient proof that it is a worth while invention. At present, there are one hundred and fifty of these ^vasheries which have been placed in op- eration by Simon-Carves, Ltd. Further, every plant is still working, not one having been discarded or replaced.

The number of these similar plants in the United States is considerably less at the time of this writing, but there is little doubt that within the next year or two the order of this statement will be reversed.

In conclusion it may be said that al- though the general principle of this washer is verv similar to the others nam- ed in this article, there are a few details which make this Avasher outstanding. Compressed air is used as the pulsating medium. This avoids all back suction, and loss of good coal through the bed ; allows all necessary adjustment to be made without stopping the plant; dis- cards heavy dirt immediately after it enters the box, thus preventing any pos- sibility of pounding. This washer per- mits washing 5" to O" coal collectively in one box, in capacity of over one hundred tons per hour; it also eliminates dry screening and its attendant dust nuisance.

A Robot Flies a Plane

The U. S. War department has only recently announced the perfection of a robot to fly huge transport planes more smoothly than possible by pilot. Coinci- dent with this announcement a success- ful flight was made from Wright Field, Ohio, to Washington, D. C, with an army tri-motored Ford plane equipped with this device.

The plane arrived at Boiling field after having flown all hut the last thirty miles of the way from Ohio by a gyroscopic pilot. The position of the plane is main- tained by two gyroscopes, one placed vertically and the other horizontally form the "brain" of the robot. Thev maintain a definite position, regardless the position of the airplane. If the plane tips to one side from a gust of wind, an electric contact is made by one of the gyroscopes, actuating a clutch which grasps the prop- er control wire and rights the plane.

There are three clutches to control the three altitudes of the plane — directional, lateral, and longitudinal. The clutches operate from a flexible power shaft from a wind-driven generator.

The device, a development of Elmer A. Sperry, inventor of gyroscopic devices, has been under test for nearly fifty hours in flights in all kinds of weather between New York and New Bedford, Mass., and between New York and Dayton, Ohio.

All that is necessary for the pilot to do is to set the plane on its course, put the automatic pilot in operation and let it go. It has functioned splendidly. This automatic pilot, it was said, is sensitive

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THi: 'riX"HN(H;RAl'H

69

til a movement of half of one degree of the plane alioiit its axis, which is con- siderably more sensitive than the aver- age human pilot. Therefore it is plain to see why a smoother operation is ohtaitied In the use of the robot.

Gasoline by Pipe Line

Interest in the petroleum industry has been aroused hy the announcement that the Standard Oil company of New Jer- sey, through a subsidiary, was planning to move seaboard gasoline by pipe line through New Jersey and Pennsylvania as far west as the Pennsylvania border. This project is important from an eco- nomic standpoint because of the fact that plans are based on a tariff which will lav gasoline down at the end of a 375 mile line for 45 cents a barrel to contrast with 70 cents a barrel which is the cost of rail transportation.

However, the real importance of the plan is that it will be the first large- scale testing of a theory of gasoline trans- portation which has been long considered as a possibilit\" in a petroleum trade. The immediate effect of the inauguration of this traffic may not at first be greatly noticed, but the operation of the project undoubtedly will be closely watched and it may he the forerunner of eventual far- reaching changes in the conception of transportation set-ups and markets in the industry. Not long ago a line was pro- posed between Oklahoma and Chicago for the movement of gasoline, that this product might be laid down in Chicago and nearbv markets considerably below the cost of rail shipment. By many this plan seemed impractical, but it is not im- possible that the\ mav now meet with more attention.

Packard Aero-Diesel

.■\ccording to the May issue of the Technograph we are informed that the Packard Motor Car company has per- formed a successful flight in an airplane with the use of power furnished by a niescl type inotor.

The following is more or less a def- inite report of this 650 mile trip from Detroit to Langley field, Virginia, on May 13, 1929, as reported by Captain L. M. Woolson, aeronautical engineer of Packard. The trip was made in a Stin- son-Detrniter monoplane powered with Packard 200 hp. Diesel engine. The achievement of staying in the air for more than 7 hours with Diesel-powered heavier-than-air craft reveals the Diesel principle as an astonishingly flexible in- strument of engineering design, informa- tion about which is being eagerly sought. No extensive revisions in the design of stock commercial Diesel engines as now built, are, however, made probable by the new development.

The outstanding technical features of the Packard Diesel — which arc organi- cally related both to the essentials of Diesel practice and of aeronautic tech- nology— appear to be the use of but a siiigle valve for the admission of air and the discharge of exhaust gases and the adoption of a practically 100 per cent constant volume cycle. Firing pressures above 1000 lbs. per sq. in. are allowed for in the design, while phenomenally low exhaust terminal pressures and tem- peratures, and a reduction in weight per horsepower to a figure compatible with airplane requirements are attained.

Operation with air cooling and but a single valve seems to be the reall_\" radi-

cal departure from current Diesel prac- tice, although the single valve has an apparent prototype in the monovalve ra- dial aviation gasoline motor and in an old patent specification of Dr. Diesel's. These features taken together as the ker- nel of the Packard Diesel aeroplane de- sign appear outstandingly responsible for the engine's low weight of less than 3 lbs. per hp., and for its consetjuent abili- ty to propel an aeroplane. High tiring pressures, contrar\' to the now obsolete \'iewpoint, do not increase specific engine weight, because they add to efficiency and power ill greater proportion than to ex- tra metal sections required. Actually a net reduction in specific weight is at- tained.

The conventional system of injection of fuel is, of course, part of the Diesel en- gine, but due to refinements embodied in the Packard Diesel engine much better results have been attained. One of the changes being the advancement of the timing to 50 deg. before dead cen- ter with ending of injection 10 deg. after dead center for the purpose of insuring substantially constant-volume combustion. This practice has been used in other types of Diesel engines. It meets the re- <|uirements not only of high efficiency, but also assists in attaining high capaci- ty per unit cylinder volume and engine weight. A separate fuel pump is used for each cylinder.

In general outward appearance the en- gine structure closely resembles that of the conventional radial gasoline aviation motor. Crank shaft and piston arrange- ment is very much like the common type of radial motor except for possibly an enlarged crank journal. However, to the base of each cylinder is mounted also t h e cam-operated fuel-injection pump, with its injection tube leading up to the side-mounted spray valve and its suction line branching toward the circular fuel suppK' header concentric with the base.

The engine is said to have no exhaust pipe and no intake pipe, while magne- tos and a great complexity of wiring and electrical system of all other motors are conspicious by their absence. Although it seems true that the general mechanical structure of the Diesel engine departs in no essential respect from that of the con ventional gasoline aviation motor, the ab- sence of all intake and exhaust manifold- ing, reduction of the valve gear to a sin- gle valve and push-rod, the bareness ot electrical trimmings and the inconspicu- ous appearance of the small fist-size fuel pumps present a picture of utmost sim- plicity. Flying safety is enhanced by this feature.

From a general thermodynamical point of view the single valve is also far su- perior because it interferes less with the free movement of air and gases in and out of the cylinder. F.xhaust gases can be more completely eliminated while a greater weight of air can be drawn into the cylinder. By appropriately shaping the inlet opening, it is also possible to give the entering air charge a moveinent of rotation which persists through com- pression up to the tiine when the fuel spray is distributed and buriit. .'\ vitally important consc<|ucnce of the single-valve arrangement also seems to be that it per- mits the operating of the engine at pis- ton speeds well above 1800 f.p.m. without reduction in volumetric efficiency. It seems very feasible that the single valve will be a vital factor in the raising of maximum pcrmissable speed.

As the elimination of a separate and special exhaust valve with manifold is

probably an integral part of the general program of facilitating the charging and discharging of the cylinders little need be added to the considerations stated above. Special attention, however, is call- ed to the fact that from an aero-technical point of view the discard of all inlet and exhaust manifolds, with attendant reduc- tion in weight, head resistance, and me- chanical complication is a further bene- fit uncovered by the Diesel principle.

The discharge of Diesel exhaust gases into the air stream flowing over the air- planes is without noticeable effect be- cause of their extreme dilution. A 5 ft. propeller of a ship traveling 85 miles per hour thrusts back more than 150,000 cu- ft. of air per min., while a Diesel engine of 200 h.p. requires for its pro- pulsion discharges about 500 cu. ft. of exhaust gases per min. Practically half of the mixture is air not used for combus- tion. Hence the dilution is of the order 600:1, assuming that there is no diffu- sion of air from currents beyond the zone of the propeller thrust. It is to be noted also that the percentage of carbon mo- noxide in Diesel exhaust gases is negli- gible while the high mean temperature of the Diesel combustion process precludes the discharge of appreciable lubrication nil with the gases.

Irro-Diesel Specification'

Output, rated 200 b.h.p.

Bore 5 in.

Stroke 5:5 in.

Speed, rated 2000 r.p.m.

Cylinders 9

Brake mean pressure 81.5 lbs. per sq. in.

Meaii piston speed 1833 f.p.m.

Weight, total 575 lbs.

Weight per b.hp 2.9 lbs.

•Without official confirmation.

Somethinji New in Television

The telephone has added the use of the 'talkie" in order to give better serv- ice to its patrons. As yet, this idea is still in the experimental stage. Sergius P. Grace, assistant vice president of the Bell Telephone laboratories, explains the use of this as follows: a new automatic telephone has been devised which speaks' its call numbers to central, the patron merely dials the number and then re- mains silent, while the call numbers are made audible to central only.

Experiments with this idea have been so successful and have been perfected to such a degree that it will probably go into use in the city of New '^'ork before the end of the vcar.

.■\ tourist had stopped for the night at a mountaineer's cabin up in the Smo- kies and noticed four holes in the door.

Tourist — "Friend, I don't want to be loo inquisitive, but what are the four holes in your door for?"

Mountaineer — "Wall, yo' see I has fcnir cats."

Tourist — "But, wouldn't one big hole do for all four cats?"

Mountaineer — "Hell, when I say 'scat,' I mean 'scat.'

"My gosh, man, you'll scald me. That towel is red hot," said the man in the barber chair.

"I'm sorry," replied the barber, "but I couldn't hold it another second."

— loiva Engineer.

70

THK Ti:CII\()('.RAPH

1930

DEPARTMENTAL

NOTES

Architecture

Now that the lEispection Trips are over ami the souvenirs all stored away, the Seniors are bendins their efforts to the task of graduating.

A departmental smoker was held Thursday, December 12, 1929. Mr. New- comb, Our amiable history professor, held forth on his travels this past year. Pro- fessor Newcomb has just been appointed the editor of the li'isli'rn Archilect. The smoker was sponsored by Scarab, and needless to say, everybody had an enjoy- able time.

The Arch Fete of bygone days bids fair to rise from its ashes under a new- name. There is nothing definite as yet, but efforts are being made once more to have a Fine .^rts Ball.

Ceramics

Keramos, Ceramic Engineering Fra- ternity, were sponsors at a dinner given at the Lambda Chi Alpha on December nth, 1929. At this dinner the Ceramic faculty, research staff, and the entire Junior and Senior classes were guests.

Professor Rexford Newcomb of the de- partment of Architcture gave an illustrated lecture on "Ceramics in Archi- tecture." Slides of Indian, Chinese, and other Oriental architecture were shown. Colored terra cotta effects were par- ticularly good.

All of those present voted their thanks to R. R. Thomas, Jr., Ceramic Engineer- ing *30, who so kindly proferred the use of his fraternity house for the dinner.

Research on the effect of combustion gas on vitreous enamel is being continued, This investigation is being continued, but no work is yet to released for publi- cation. However, there will be a paper given on this topic at the American Ceramic Society meeting in Toronto, Canada, next February.

Two papers will also be presented on acid resisting enamels.

The Ceramic Short Course which will be held at the I'niversity of Illinois dur- ing the last two weeks in January, 1930, will have several new features. The course will be divided into three sections, namely: Heavy Clay Products, Bodies and Glazes, and the third. Enamels. Heavy Clay Products will be taken up during the first week. Bodies, Glazes, and Enamels during the last week. It is thought that by dividing the course up in this way, it will be easier for inen in attendance to choose the subject in which they are most interested, and not be re- (juired to listen to papers and lectures on meetings in which they are not interested. Well known authorities in these several fields are being secured for lectures and papers.

It may be of interest to note the field covered by the senior engineers in their

thesis subject'-. Soine of these are as follows:

Rate of Effusion of Moisture Through a Clay Body.

Dry Process Cast Iron Enameling.

Some Properties of High Alumina Re- fractories.

Refractories for Malleable Iron Furnaces.

Development of a Glaze for Fireplace Fire Brick.

Vitreous Enamels.

Electric Resistance of Clay Bodies.

A great deal of interest is being shown in the new course is Ceramic Microscopy. Two graduate students are enrolled in the course this year, and eight students are taking the necessary prerequisites, that they may enroll next year.

The microscopic equipment is very complete and up-to-date, and a large number of interesting samples are on hand for the student's use.

A few of the samples investigated are as follows: Raw materials; refractories, new, and after use in glass tanks, boilers, etc.: Devitrified glass, and porcelain bodies.

Mr. A. B. Christopher of the class of '18 was a recent caller at the depart- ment. Mr. Christopher is with the Chambers Bros, of Philadelphia, makers of clay working machinery. He is a Ceramic Engineer in the Sales and En- gineering department.

Civil

The Civil Engineering Department has had as its guest Dr. \'on Hecke of the University of Louvain, Belgium. During his stay here Dr. Von Hecke gave a series of talks on "Louvain Cniversity," "The Study of Rivers and Harbors from Models," and "The Vierendeel Truss." Dr. Von Hecke is particularly interested in the work being carried on by Professor H. F. Moore on the fatigue of metals.

The Student Chapter of the A. S. C. E. has been very active this year, having for its speakers thus far Professor Hunting- ton, who presented a very interesting set of slides on "Bridges in Switzerland." T. Chalkley Hatton, a consulting engineer, whose subject was "Engineering as Pioneers," L. F. Harza, another consult- ing engineer, who spoke on "Business Knowledge for Engineers," and Herman Von Schrenk, an author on timber con- struction, who spoke on "Future Timber Construction." With many more interest- ing speakers already on the program, this promises to be a big year for the Society.

Some seventy-three seniors have com- pleted the annual pilgrimage in the never-ending (?) (juest for knowledge. The inspection trip this year was limited to Chicago and vicinity, the Milwaukee Sewage plant being replaced by the new West Side plant of Chicago. The trip was enjoyed by all and the seniors wish

to give a vote of thanks to the Faculty men who helped to make the trip a suc- cess.

Professor T. C. Shedd has been instru- mental in securing and placing the new pictures of bridges and other structures which have appeared in Engineering Hall recentlv.

The 1930 Electrical Show

This spring will witness another Elec- trical Show, and as has been true of each of the past shows, this is to be a bigger and better one than any of its predeces- sors. The activity which has been mani- fested at an early date indicates that many new and unique demonstrations will be incorporated in the show as well as those "high spots" of past ones which met with particular enthusiasm and ap- proval on the part of the spectators.

The Electrical Show is sponsored by the Electrical Engineering Society, an or- ganiation of students studying electrical engineering; and all of the administra- tive and technical details are taken care of by student managers and assistants. Most of the demonstrations and exhibits are provided by students, although a limited number of commercial demonstra- tions of a spectacular nature are also presented.

The purpose of the Electrical Show is threefold. First, it aims to present the latest developments in the field of elec- trical engineering as well as other de- velopments with which the general pub- lic is not well acquainted. Second, it pro- vides a source of worth while entertain- ment with its variety of spectacular, freak, and sometimes fake stunts. Third, it provides a means of enlarging a loan fund for students which past shows have established.

Thus we see that there are worth while iTiotives behind the enterprise, and in past years the large crowds which have turn- ed out for the shows have indicated the appreciation of the student body, the fac- ultv, and the twin city residents. The first show was held in 1907, and since that time eleven others have followed, each one increasing in size and splendor. With the new facilities offered by the addition to the Electrical Engineering Laboratory of the vacated Materials Testing Laboratory and other provisions being arranged for by the management, this show will truly be a bigger one, and practically the entire body of E.E. stu- dents is working to make it a better one.

Like all projects of this nature, how- ever, it needs the support of a large stu- dent body who will "talk it up" in order that the campus and twin cities i.n gen eral will know thit an enterprise for their benefit educationally and as enter- tainment is being attempted, and that since it is produced but once every two vears, advantage should be taken of the opportunity of seeing the latest develop-

.Iiutitnry. 1930

THK TKCHN()(tRAPH

71

ments in the field of electrical engineer- ing and a few of the wonders that are heiiig accomplished. Naturally for the supporters of a show of this type, we would turn to the engineers in other de- partments, who, by the choice of their profession have shown their interest in technical developments and in engineer- ing practice. Therefore, the E. E. Society solicits the good-will and backing of en- gineers in this enterprise as it has in past shows, and sincerely hopes that its efforts to provide a real show will be re- warded by a response from them both in general publicity and in attendance at the show.

.'\lthough plans have been pretty well formulated by this time, the managerial staff ^vould appreciate suggestions re- garding any phase of the show, and as- sures that anyone desiring to have a part in a demonstration is welcome, regardless (if his college. All communications should be made with W. H. Formhals '30, gen- eral manager for the 1930 show.

Mechanical

The year opened with the following officers for the year:

G. \V. Kessler, president.

M. A. Wilson, vice-president.

G. Mackey, secretary.

E. A. Luscombe, treasurer.

On October 9 the annual smoker was held. Over one hundred and fifty stu- dents were present. Talks were made by Prof. Willard and Prof. Leutwiler. "Stam," a film obtained through the courtesy of Babcock and Wilcox Co., was shown and there were the usual smokes, cider and doughnuts.

Some of the outstanding meetings have been those in which films supplied by Stone and Webster were shown. One of these films entitled "Power" was shown October 16 and the other "Conowingo" was viewed November 20.

November 6 we had the privilege of having Mr. E. H. Smedley, a representa- tive of the Link Belt Co., give an illustrated talk on ".Application of Chains to Transmission of Power."

On December 4 Mr. Hayes, class of '31, spoke on "My Experiences in the Oil Fields." The talk was very interesting and showed just what could be done along the line of student participation.

For our December 18 meeting we had been very fortunate to secure Prof. H. Moore as our speaker. The talk was an unusually good one such as only Prof. Moore can deliver.

At present we have one hundred and seventeen members and hope to go over the hundred and twenty mark. Meetings are well attended and the student interest seems to be all that could be expected.

Pi Tau Sigma

G. S. Kessler '30, president.

J. F. Schroeder '30, vice president.

V. D. Pullian '30, treasurer.

C. Y. McCown, corresponding secre- tary.

O. W. Nelson '30, recording secretary.

Pi Tau Sigma was founded in 1915 at the University of Illinois. Its purpose being to emphasize through its member- ship the high ideals of the mechanical engineering profession, to stimulate stu- dent interest in the various departmental activities, and to promote the mutual wel- fare of its members.

The group of men who organized the fraternitv believed that these ideals are

best developed and preserved through the bonds of fraternal association. The ab- sence of any similar organization in me- chanical engineering which would accom- plish this purpose, and to which election would be considered a recognition of scholastic achievement or professional promise, led the founders of Pi Tau Sigma to hope that the organization would become national in scope.

The first step toward the realization of this hope was taken when a chapter of Pi Tau Sigma was established at the I'ni- versity of Wisconsin, March 12, 1916. This chapter had been in existence under the namf Pi Delta Phi since November, 1915, and because of the common aims ol the two organizations the change of name and coalition was affected. In June, 1916, a convention of the two chapters was held in Chicago, and the national organi- zation of Pi Tau Sigma resulted, a con- stitution was adopted, and officers elected.

Illinois .Alpha Chapter of Pi Tau Sigma opened the present year with a smoker for prospective pledges at the .Alpha Chi Rho house on October 23, 1929. Eleven men were pledged to the organization. These men are W. A. Heinze '30, G. Mackev '30, J. R. Alex- ander '30, R. B. Roman '30, B. L. Well- man '30, H. H. Hottes '30, C. M. Gard- iner '31, R. P. Honold '31, L. Corso '31, F. Eklund '31, and S. F. Ehman '31. In additions Profs. Casbug, Severns, and Degler have been pledged for honorary membership.

<;. W. Kessler '30, and C. V. McCown '30, were the Illinois Alpha delegates to the recent national convention. .At this meeting Prof. O. .A. Leutwiler was elected national president for a three year term.

Mining

rhree residents of LIrbana, III., Prof. .Alfred C. Callen, of the University of Illinois, and J. Everts Lamar and George v.. Ekblaw, attached to the Illinois (Jeological Survey, along with man\ prominent members of the engineering profession throughout the country, repre- senting Federal and State government bureaus, engineering departments of uni- versities, and industrial organiations, have been appointed by Dr. M. M. I.eighton, chief of the Illinois Geological Survey at Urbana, to assist him in work- ing out plans whereby the advances made in mining and metallurgy in the United States during the past hundred years can be graphically presented at the Chicago Century of Progress celebration in 1933.

Dr. Leighton's committee will act under the National Research Council's Science .Advisory Committee which is collaborat- ing with the Chicago fair trustees in de- veloping a science theme for the exposi- tioTi.

The science theme will take the form of a moving panorama showing a century of progress in all the sciences both in the pure and applied fields.

The Minitig and Metallurgy Cominit- tee of the Science .Advisory Committee consists of Dr. Leighton, chairman, and the following general advisors: Prof. .A. C. Callen, head of the department of En- gineering, University of Illinois; Dr. (Jeorge K. Burgess, director of the U. S. Bureau of Standards, Washington, D. C. ; John V. W. Reynders, New York; J. H. Hedges assistant to the director of the U. S. Bureau of Mines, Washington, D. C. ;

C. C. Whittier, Chicago; Wilford Sykes, Chicago, and L. E. A'oung, vice-president of the Pittsburgh Coal Co.

Dr. Leighton has divided his commit- tee into two groups, one of which will study the plan with relation to mining and the other to metallurgy.

Members of the mining group are Frederick W. Sperr, Michigan College of Mines, Houghton; J. Uno Sebenius, superiiitendent of mineral lands and ex- ploration, Oliver Mining Co., Duluth, IVlinn. ; Albert Mendelsohn, Copper Range Co., Painesdale, Mich.; John Garcia, (^hicago; and Dr. E. A. Holbrook, dean of the School of Engineering and Mines, University of Pittsburgh; Dr. Heinrich Ries, Cornell university, Ithaca, N. A'.; .Arthur J. Hoskin, editor of "Pit and Quarry," Chicago; J. E. Lamar, State (Jeological Survey, Urbana, III.; Max A. Berns, Universal Portland Cement Co., Chicago; (iustav Egloff, Universal Oil Products Co., Chicago; E. T. Lednum, manager, E. I. du Pont de Nemours k Co., Chicago; H. T. Walsh, Chicago, and J. R. \'an Pelt, Chicago.

The Metallurgy group consists of Mr. Whittier, vice-chairman; Dr. Burgess, William R. Wright, Chicago; C. E. Wil- liams, Battelle Memorial Foundation, Columbus, O. ; William A. Scheuch, Western Electric Co., Chicago ; Mr. Reynders, Mr. Sykes, Samuel Eppstein, Illinois Steel Co., Chicago; Robert G. Cnithrie, Chicago; Mr. Berns, Dean Ed- ward Steidle, Penn State College, State College, Pa.; Mr. \'an Pelt, Mr. Lamar, II. W. Nichols, Field Museum, Chicago; CJeorge E. Ekblaw, State Geological Survey, Urbana, 111.; Dr. William Otis llotchkiss, president, Michigan State Col- lege of Mines and Technology, Dr. Edson S. Bastin, I'niversitv of Chicago, and W. E. Wrather of Dallas, Tex.

Sigma Epsilon

rhe Sigma Epsilon, honorary railway fraternity, held its formal initiation in the Locomotive Laboratory, Tuesday evening, December 19, 1929.

I'he following men were initiated at this time: H. C. Ileaton '30, K. F. Kirk- man '30, C;. T. Sands '31, M. M. Culp '31, C. E. Staples '31, E. W. Hornings'31.

Sigma Epsilon is an organiation for encouraging higher scholarship and greater activity within the railway de- partment. Although being primarily for the promotion of higher scholarship, Sigma Epsilon takes its members from those men, who are particularly in- terested in the Railway Club. Sigma Epsilon was founded in 1912 and is the only fraternity of its kind in this country.

The initiation banquet will be held sometime in January.

Theta Tau

I'heta Fau held a regular dinner and meeting on December 5th at the Phi Kappa Sigma house. Dr. Brown of the department of Economics spoke on the subject "Economic Theory and the En- gineer." The talk proved to be very in- teresting and instructive. The following men were pledged this semester:

F. H. Davis, L. F. Concklin, O. B. (Jerlack, M. D. Serblin, W. J. Hoffman, H. C. Lane, H. D. Peoples, W. F. Ridge- way, R. P. Savers, C. S. Monnier, H. E. Hudson, W. E. DeBerard.

'nil", 'rF.CHNOCRAl'll

.Jiiiniiiry. I'-KiO

^

Coi.oN'iii. Warren- R. Rohf.ris, c.e. '88, chairman of the Roberts ami Schaefer compaiiv of Chicago, has just sold the Russian' sovernmcnt $3,000,000 worth of coal-handliiiK machinery. The contract calls for the designing and supervision of the Iniilding of machinery for coal- mining, coal preparation, storage, and loading for four large new coal mines in Russia, one anthracite and three bitu- minous mines. All the engineering work must be completed in thirteen months. The designing will be done in Chicago by the company's engineers. All this new construction planned will increase the an- nual output of the Don mines by 3,500,- 000 tons.

Roberts attributes the economic im provement in Russia to the policy of the government. "Formerly," he said, "the money went into the erection of palaces and churches. Now every dollar that can be scraped up is devoted to economic de- velopment. The Russian worker, how- ever, is not as efficient as the American worker, but under the new and better social conditions the standard of efficien- cy is improving every year."

Roberts has been in engineering and construction work since graduation. He was engineer of bridges for the city of Chicago. He was president and general manager of the company that build the old I'niversity library, now the Law building. During the World War he headed the construction branch of the cantonment division, now construction di- vision of the war department. E. C. Bar- rf.1T, c.e. '93, is president of the Roberts and Schaefer company, which has offices in the Wrigley building.

B. W. Uu.nARD, ex'13, assistant gener- al manager of the Illinois Terminal railway, assumed his present position a year ago when several railroads in the St. Louis area were consolidated to form the present company. Immediately prev- ious to that time, he had been general manager of the St. Louis, Troy, and Eastern railway.

In 1907 Hilgard started to work for the Illinois Traction system in Decatur. On transferring to the office in Cham- paign, he decided to enter the University, so, in 1908, he left his job. He entered Illinois the following autumn, but could only remain two years because of finan- cial limitations. Returning to the Illinois Traction system, he was sent to Clarks- ville, Tennessee, to get some real experi- ence in a combination gas, electric, and street railway property.

Hilgard was then transferred to Mc- Alester, Oklahoma, where he worked up to a superintendency. In 1914 he was back in St. Louis on coal mine opera- tions and utility engineering. The war interrupted his work, and he served over- seas in several of the major offenses.

Major Paul T. Bock, of the United States Air Corps, c.e. '13, commander of the 24th pursuit squadron, was killed in- stantly ."August 1, when his plane crashed during bombing practice at France field, Panama. He had been in the army since 1914 and led an expedition to Mexico in 1915. During the war he was an instruc- tor at Camp Huinphrey, Virginia. He was graduated from the air service school in 1921 and the bombing school in 1922, and had been stationed in Panama since March, 1927. He was a member of Tau Beta Pi and Sigma Xi and received hon- ors in scholarship.

R. W. Owens

R. W. OwE.NS, manager of industrial motor engineering department of the Westinghouse Electric and Manufactur- ing company, graduated from Illinois in 1914 with a degree of bachelor science in electrical engineering. A year later he re- ceived his master of science degree.

U'pon graduation he elected the West- inghouse graduate student course, and en- tered the D. C. section of motor engi- neering department in the spring of 1916. In 1919, he was appointed section engi- neer in charge of the D. C. section and in 1927 was appointed manager of the industrial motor engineering department, which position he still holds.

Owens is a member of the American Institute of Electrical Engineering. Sev- eral of his articles have been published in the Electrical Journal.

C. E. Van Orstrand, c.e. '96, of the United States Geological Survey at Washington is engaged in a rather un- usual profession, that of a geophysicist. A geophysicist is one who studies the physical features of the earth.

Van Orstrand has specialized in geo- thermics, the branch of this earth study which deals with determining how hot the earth is at great depths and with the investigation of deep wells. He has designed various instruments and ma- chines. He says that the increase in tem- perature with depth varies from one de- gree in twenty feet in some of the oil fields of Wyoming to one degree in two hundred feet in the gold mines of Johan- nesburg, South Africa.

One result of the investigations is the belief that earth temperatuces have rela- tion to oil deposits, and that future pros- pecting for oil will proceed accordingly.

In the Journal of the Washington •Academy of Science Van Orstrand de- scribes his machine for measuring deep wells. A gas well which he measured at Ligonier, Pennsylvania, was 7,656 feet, or almost a mile and a half deep, and, at the time, was the deepest well in the world. However, since then, an oil well has been dug near Brea, California, to a depth of 8,046 feet.

Prof. Rexford Nevvcomb, arch. '11, has resumed his work in the department of architecture, after investigating architec- tural polychromy and ceramics in China, Japan, and the near east. He also studied in the Hawaiian Islands and the Philip- pines, bringing back hundreds of photo- graphs and color notes.

Charles E. De Leuw, c.e. '12, is a member of the firm of Kelker, De Leuw. and Company, consulting engineers, Chi- cago.

John V. Schaefer, m.e. '88, is presi- dent and treasurer, and John V. Schae- fer, JR., m.e. '23, is assistant to the presi- dent of the Cement-Gun Construction companv of Chicago, Pittsburgh, and New York.

Twenty-nine Illini hold positions with the Illinois Steel company, including Or- rin H. Baker, m.e. '07, vice president.

Norman Brunkow, arch. '14, has been engaged in architectural engineering work, including structural design for the State Bank, Foreman Bank, and the Builders Building in Chicago, the C,\m- bel Store in Philadelphia, and other bank and office buildings in Denver, Detroit, and Minneapolis.

Theo Plack, c.e. '14, is district engi- neer at Peoria for the Illinois Highway department.

'■y. 1930

thk techn'ograph

73

At the age of 31, W. C. Evans '21, is a radio veteran of 16 years experience. He began as a radio operator at the age of 15 on a Great Lakes vessel, .•\fter two seasons on the lakes, he became an oper- ator on a I'nited Fruit company ship in Central .American waters. Later he alter- nated between radio operator and secur- ing an education at the L'niversity of Il- linois.

During the World War Evans was an instructor in the naval radio school at

W. C. Ev.AXs

Harvard. When he returned to civilian life, it was to the United Fruit company again. It was during this period that he met with some of his most interesting experiences.

It was there he handled the first radio telephone e<|uipment to be installed on an .American merchant ship. He also receiv- ed the first known SOS from an airplane to a ship. A Navy seaplane had ripped a pontoon in taking ofT and was being forced down by a missing motor. The distress message was relayed to an .Amer- ican destroyer which discovered the plane safe on the water of Almirante bay, Pan- ama.

Evans entered the broadcasting field in 1921 when he became an operator at station KVW. Before leaving the station in 1928 he had become its manager. It was during this period that KVW be- came famous for broadcasting the fir^t grand opera.

Leaving Chicago in the fall of 1928, he went to N'ew \'ork where he superin- tended relations between \\'estinghouse and RCA Photophone, Inc. Then he was transferred to East Pittsburgh and was given charge of all Westinghouse radio operations.

Evans' experience at sea has left its impression on him, for he is a sail-boat enthusiast and apparently a good sailor. He sailed on the winning boat in the Chicago to Mackinac race of 192-; on the schooner Privateer.

EUGEN'E W. Kraft, m.e. '09, is man- ager of the Chicago office of the Keuf- fer and Esser company.

Prof. W. H. Ravner, c.e. '09, of the college of engineering, is one of the au- thors of "Surveying" which was pub- lished recently by the McGraw-Hill Book company.

J. N. Cui-isitR, c.e. '91, is president of the J. N. Chester Engineers of Pitts- burgh, consulting hydraulic, sanitary, and valuation engineers.

C. B. BuRDiCK, c.e. '95, is a member of .■\lvord, Burdick, and Howson, of Chica- go, which specializes in water works, flood relief, sewage disposal and drain- age.

One of the assistants of Ralph Mod- jcski, nationally famous as a consulting engineer on bridges, is M. B. Case, c.e. '06. Modjeski was granted the honorary degree of doctor of engineering by the (niversity in 1911. Case, engineer of construction for the Port of N'ew York authority on the Hudson river bridge, has assumed similar duties in connection with the new Staten Island bridges.

Raxjit S. Jain-, e.e. '15, is professor of electrical engineering at the Benares Hindu universitv.

Cii\Ri.KS Morgan, a.e. '14, has a studio on the thirty-third floor at Hi North Michigan avenue, Chicago.

A. J. SCHAFMAVER, C.e. '07, is division engineer of the Board of Local Improve- ments, 207 City Hall, Chicago.

Wni.iAM Wraith, m.e. '9+, vice presi- dent of the .Andes Copper Mining com- pany. New ^'ork, is the author of an article in the .August 2+ issue of the En- (linrrrin/i and Mininij .Inurnal entitled "Leaching, Flotation, Smelting Included in .Andes' Operations at Potrerillos. Chile."

W. R. Morrison, a.e. '95, of Quincy, supervised the construction of an ice plant for the Western Illinois Ice com- pany last summer in addition to his reg- ular work. The construction was com pleted in twenty-six days.

Edwin (Trimmer, c.e. '12. has left Fort Benning, Cieorgia, for the Engineers school at Fort Humphreys, Virginia. He is a captain in the I'nited States armv.

W. W. (iRAHAM, m.e. 14. of the llola bird and Root company, architects, Chi- cago, carries on mechanical engineering work there.

IniiN W. Thompson, c.e. '10, is vice president of the Stupp Brothers Bridge and Iron company at St. Louis.

James \'. Riciiaros, arch. 10, superin- tends the Insull Super Power company at Peoria.

Georck E. Warren, c.e. '12, of La (irange, Illinois, was elected to the ex- ecutive committee of the American So- ciety for Testing Materials at the thirty- second annual meeting of the society which was held at Chalfonte-Haddon Hall, .Atlantic City, New Jersey, during the week of June 24.

Fred L. McCu.ve, m.e. '01, is foreman of the experimental laboratory of the In- ternational Harvester company at Chi- cago.

-Albert M. Johnson, m.e. '03, is su- perintendent of the J. Barnes Drill com- pany, machine tool manufacturers, at Rockford, Illinois.

Eari. C. Brown, c.e. '07, is vice presi- dent of the Mississippi Valley Structural Steel company at St. Louis.

L. A. Gutting, e.e. '11, manager of the Interstate Public Service companv, at Shelbyville, Flat Rock, and Greenfield, Indiana, has been appointed district manager over eight counties. His district provides water, gas, and electricity to forty communities. Following his gradua- tion. Gutting spent five years in electri- cal engineering, working in the Panama Canal Zone as supervisor of electrical installation in the shops and dry docks of the Isthmian Canal commission. He has been located in Shelbyville for the last ten vears.

Frank Waru, arch. '11, architect at .Albany, N. V., also serves as engineer of buildings for the upstate area of the New York Telephone company, a division of the Bell Telephone company.

Ciiari.es Gorden, ry.e.e. '12, newly elected managing director of the .Ameri- can Electric railway association, has be- come widely known as editor of the Eli-clric Railiioy Journal, and has been especially active in advocating co-ordi- nated railway and bus service under sin- gle management. Last year under his edi-

Ciiari.es Gordon

lorship the Journal was awarded the first .Associated Business Paper medal for out- standing service. Since graduating from Illinois, he has been in the community transportation industry, except during the

Abe L. CjI.ick, mun.e. '14, has been ap- pointed Chicago district manager of the Triangle Conduit company, incorporated. He is a director of the Athletic Officials .Association of .America.

(ConlinurJ i,n Paiji' SS)

74

THi; TiCCHNOCRAl'H

Jam.

JVJO

The human brain is a wonderful or- Kan. It starts working when we get up and never stops till we get to class.

— Sehraska Blue Print.

Football Player — "Ves, it's my ambi- tion to be a judge some day."

She — "You are fortunate. Your experi- ence on the bench will be very useful then."

— California Engineer.

think

the hardest

"What do thing to deal with?"

"An old deck of cards."

— Exchange. "\ think she's as pretty as she can be." "Most girls are."

"I hear they've gone bone dry in the village where your brother lives."

"Dry, man, they're parched. I've just had a letter from Bill, and the postage stamp was stuck on with a pin."

"We have mines so deep, boasted the Welshman, "that it takes half an hour to go down and come up."

"That's nothing," said the American, "we have mines so deep it takes half a day to go down and same to come up."

"Ridiculous!" exclaimed the Welsh- man. "When is the work done?"

"Work?" was the reply. "Oh, the night shift does that."

— California Engineer.

An absent-minded professor was walk- ing down the street one day with one foot in the gutter and the other on the pavement. A friend, meeting him, said:

"Good afternoon, professor, and how- are you?"

"I was very well, I thought, but now for the last ten minutes, I've been limp- ing."

— O/iio State Engineer.

"Now I'm getting into the game," said the tadpole, as the wild duck swallowed him.

—P.O.X.

A man was sitting beside the bed of his business partner, who was dying. Said the latter:

"I've got a confession to make. Ten vears ago I robbed the firm of $50,000 — I sold the blue prints of your invention to the rival firm — I stole the letters that were used against you in your divorce case."

"Don't worry," said his partner. "Don't worry. I poisoned you."

— Kansas State Engineer.

"Doing any good?" asked a curious in- dividual looking over the rail of the bridge.

"Any good?" answered the fisherman below. "Why I caught forty bass out of here yesterday."

"Say, do you know who I am?" asked the man on the bridge. "I'm the game warden."

The fisherman, after a moment's thought, said. "Do vou know who I am?"

"No."

'Well, I'm the biggest liar in this country."

— Kreollle AVtii.

Forty per cent of the women of this country are working women. The other sixty per cent are working men.

— Iov:a Engineer.

A mail dashed into the station with only a minute to catch his train:

"Quick! Give me a round trip ticket!"

"Where to?"

"Back here, you nut."

The man who drives with both hands keeps the modern girl worried. She won- ders what he would do if he had to blow his nose.

— Goat.

jack — "I feel like a better man every time I kiss you."

Mary — "Well, you needn't try to get to Heaven tonight."

— Rose Technic.

Down in Arkansas a man was tried for assault and battery with intent to kill. The state produced as evidence the wea- pons used — a rail, a gun, saw and rifle. The defendant's counsel exhibited as the other man's weapons a scythe, blade pitchfork, pistol, dog. razor and hoe. .■\fter being out several hours, the jury gave their verdict:

"We, the jury, would have given a dollar to see the fight."

— Co-nfierative Engineer.

"Not many fellows can do this," said the magician as he turned his Ford into a lamp post.

— 0«,/.

Young Bride — "I didn't accept Harry the first time he proposed."

Her Rival — "No, dear, you were not there."

"Could you pass the bread ?" "I think I can. I moved pianos all summer."

Customer — "Do you carry B-elimina- tors ?"

Clerk — "No, but we have roach pow- der and fly swatters."

— Ohio State Engineer.

"Just been lunching with your hus- band, darling."

"So good of you, angel, but I do hope it won't come to his secretary's ears; she's so jealous."

— Missouri Outlav;.

Tourist — '"Those cows run around as though they were drunk."

Cowboy — "Yes'm — them's what we make corned beef out of."

— California Engineer.

London Curio Dealer — "Yes, this is the very handkerchief used by the father of William Penn."

Tourist — "Hmm, the original pen wiper."

The minister called at the Jones' home one Sunday afternoon, and little Will answered the bell.

"Pa ain't home. " he announced, "he went over to the golf club."

The minister's brow darkened, and Will hastened to explain: "Oh, he ain't gonna play any golf. Not on Sunday. He just went over for a few highballs and a little stud poker."

— Kreotite .\'ev:s.

He — '"I've been in every night this week, with two exceptions." She — "Who were they?"

— /o«ia Engineer.

Engineer — "What engines shall we use ?"

Skipper — "Oh, Diesel do."'

— .Inapolis Log.

Doctor (examining unconscious engi- neer)— "Did that automobile hit his en- gine?"

Fireman — "No, the driver slowed up to let the train go by and the engineer fainted."

—Bison.

"Buy this car, lady, and you'll never go wrong."

'Thanks a lot, but Id rather see some of the others."

— Rose Technic.

If you are caught in hot water, be non- chalant, take a bath.

— Log.

Jiiiilinry. I'JjO

THK Ti:Cll.\()(iR.\l'il

75

A. R. NELSON

Testing Engineer

Iowa State College, '25

H. R. MICHEL

Engineer of Purchases

Montana State College. "20

H. B. MAYNARD

Supt. of Production Cornell . '2ri

J. A. WILSON Headquarters Sales Drcxcl Institute, '25

I. R. CUMMINGS

Application Engineer University of Illinois, '2

WHAT YOUNGER COLLEGE MEN ARE DOING WITH WESTINGHOUSE

TheWeslinghouse equipped, oil-ele<lric locomotives of the Canadian National are the most powerful in the world.

The steam locomotive has a new rival

/Attention in railway circles focuses this 2~\. year on a spectacular undertaking by the Canadian National Railways — the electrifi- cation of certain trains on non-electrified lines. One great oil-electric locomotive is already in service. The largest and most powerful of its type in the world, this giant electric locomotive that carries its own generating plant develops 2660 horsepower, uses only .43 lb. of fuel per horsepower-hour devel- oped at full load.

The engine exhaust is directed through auto- matically regulated economizers that heat the coaches and serve as well as mufflers. Control is placed at both ends, to enable running in either direction. Only in a differ- ence in gearing need the passenger type units differ from those adapted to freight service. In the development of this locomotive Westinghouse engineers co-operated with the Railway's own engineers and leading locomo- tive manufacturers and frame builders.

Many interesting features are incorpo- ( Vlf ) Every year hundreds of important jobs rated in its design. The speed and voltage V^^j/ in which electricity is involved are dele- of the engine-generators are gated to Westinghouse, the

automatically controlled by ^JIJ^C^iYllSVlUllQ^ clearing house for electrical the power demands. Tf ^^' ' ' 'O* "vPU. J^ development.

7()

'in I' 'IKl'llNOCRAPH

J a II I

I 'AW

Inspection Trip Report

By E. A. LUSCOMBK Although a number of plants were vis- ited on the Mechanical Kngineers' In- spection Trip, there are two outstanding plants, which, to my mind, were very impressive. These two plants were those of the AUis Chalmers company, and of the State Line Generating company.

The Allis Chalmers company of West Allis, Wisconsin, gave me the best im- pression of all of the industrial manu- facturing plants that were visited. Al- though this plant is, for the most pari, a job order plant, they do have produc- tion work in their tractor plant. The combination of a job order shop and pro- duction shop was one of the reasons that I was so impressed with this plant.

The largest portion of the Allis Chalmers plant is devoted to the tilling of job orders. Most of this portion is housed in several parallel buildings that open on one end into a very large as- semblv room. In each of these several buildings some type of machine work is done. The finished products of these shops are all brought to the large as- sembly room to complete the machine.

Perhaps one of the most outstanding features of the assembly room was the gigantic boring mill which, for some time, was the largest in the world, but is now the second largest. This boring mill has a table over forty feet in diameter and will turn a piece of mewl over forty feet wide and forty feet high. In the as- sembly room were seen the parts of a 65,000 kilowatt steam turbine unit that was being built for the Waukegan Generating Station of The Public Service Company of Northern Illinois.

In the turbine blading department it was learned that Allis Chalmers does not hold their turbine blades in position on the rotor by means of grooves and tongues as do many other manufacturers, hut that they hold them in position b\ holding the blades aiid the rotor in a die and pouring molten metal around the base of the blade. Thus the blade is made in- tegral with the rotor.

In any job order plant it is quite neces- sary to have a number of very large lathes. It is advantageous to have a lathe that will be adapted to numerous jobs. Allis Chalmers Company has an ex- tremely long lathe. The head stock of the lathe is movable so that the lathe can be used for a variety of work.

The foundry was a very interesting place to view. At the time we were there they were pouring a casting that weighed over seventy tons. This pouring w as done by means of three thirty-five ton ladles. Castings of this type sometimes remain in the mold for a period of two weeks be- fore they are removed. The location and the types of cranes used in the foundry are such that there is a minimum of in- terference. There are a number of very heavy duty traveling gantry cranes, below which, a series of smaller traveling jib cranes operate. Thus the' operation of any one or of all of the gantry cranes does not interfere with the operation of the lighter and faster jib cranes.

The forge departinent of Allis Chal- mers Companx has a number of large drop hatnmers. The biggest hammer that they have is really a hydraulic press. This machine does not hammer as does an ordinary steam hammer, but it drops rather slowly on the piece and then presses it, by means of hydraulic pressure, to the desired shape. This is a very in-

teresting piece of mechanism, and operates quite differently than the or- dinary drop hanmicr.

■J"he tractor plant of Allis Chalmers is a new plant, arranged on a production basis. Because this plant was recently completed it was not operating heavily when we inspected it. The machines in this plant are all supplied with unit drives. In fact, this new plant presents the latest trend in machine shop practice. The raw material enters one end of the plant and the finished tractor is driven out of the other end under its own power. (Overhead rails are used to convey the work from one machine to the next. The tractors are all tested and broken in on clectic generators. The power developed is sent into the plant to help run the machinery.

Allis Chalmers Company impressed mc because it combined the shops of a job order plant with those of a highly special- ized production plant and is one that will not be readily forgotten. Likewise the flex- ibility of the job order shops with their large and numerous machines combined with the large foundry present a spectacle that is found only in the largest of manu- facturing plants.

The State Line Cienerating Station is located on the Indiana State side of the Indiana-Illinois state line. This plant presents the latest trend in the generation of electricity. The station is planned for a future capacity of 1,000,000 kilowatts with five units. There is, at present, only one of the five units in operation. This unit has a capacity of 208,000 kilowatts or 278,820 horse power. It is the largest turbo-generator group in the world today. The present group of generators con- sists of one high-pressure, and two low- pressure turbines. The high-pressure tur- bine operates on a steam pressure of 650 pounds and exhausts this steam at 110 pounds pressure to two low-pressure tur- bines. Although the reheater was not in the system at the time of the visit to this plant, it has been planned that the steam will pass through a surface type of re- heater on its way from the high-pressure turbine to the low-pressure turbines. This will raise the temperature of the steam from +00 degrees to 500 degrees Fahren- heit at a constant pressure. The high- pressure turbine is of the single flow type and will exhaust directly into the pro- posed reheaters, while the low-pressure turbines are double flow and exhaust directly into the surface condensers. These condensers have a total capacity of 176,000 square feet and are designed to condense 1,600,000 pounds of steam per hour when supplied with 380,000 gallons of circulating water per minute. This circulating water is taken directly from Lake Michigan.

The capacity- of the main generators, at 85 per cent power factor, is 200,000 kilowatts. The high-pressure generator has a rating of 76,000 kilowatts, and the low-pressure generators have a capacity of 62,000 kilowatts each. The two house alternators have a capacity of 4,000 kilo- watts each. The electrical energy gene- rated bv the main generators is at a potential of 22,000 volts.

Each of the three turbines operate at 1800 revolutions per minute. Steam is bled from these turbines to heat the feed- water. There are five stages of heating ranging from 380 pounds absolute to ''.4 pounds absolute.

The steam for this unit is supplied bv six boilers that operate at slightly over

6 50 pounds pressure. Each of these boilers has a possible output of 450,000 pounds of steam at 730 degrees Fahrenheit. These boilers are supplied with super- heaters, economizers, air preheaters, and water walls. The feed-water enters the boilers at 400 degrees and the air enters the furnace at 425 degrees Fahrenheit. Both forced and induced draft are used on these boilers. The concrete lined steel stacks extending 250 feet above the boiler room floor having diameters of 18 feet at the top and over 22 feet at the bottom carry the gas from the boilers.

The fuel for this plant is powdered coal. This coal is supplied to the boilers in a powdered blast after bei[ig dumped from the cars by a car dumper and being crushed, and passed over a 42 inch belt conveyor to the pulverizing mill. The coal dust from the pulverizing mill is picked up by an air blast and is carried to the boilers.

The feed-water system consists of a series of filters and evaporators, which are followed by a number of heaters as described above. An auxiliary Zeolite softening system is at hand in case of the necessity to close down all or a part of the evaporators.

The latest precautions for the safety of the workmen are carried out in the electrical system of switching by means of an enclosed wiring system in which each of the three phases are carried in a separate grounded pipe. Thus it is quite impossible for anyone to come in contact with the live lines when properly operat- ing the switches. Energy is transmitted over these switches at 33, 66, and 132 kilovolts.

The heart of the station, or operating gallerv, is supplied with numerous controls and meters for controlling excita- tion, throttles, loads, speeds and fre- quency of the generators together with the numerous switches in the station. The men in the gallery have considerable re- sponsibility in their work as they are the ones who control the complete function- ing of the plant.

Considerable storage battery capacity is found in this plant. The purpose of these storage batteries is to supply direct cur- rent in case of the failure of any of the excitors or motor-generators which are so important in the operation of the generat- ing station.

The ashes from the furnaces fall down the back of the furnace wall and are sluiced into a receiving pit where they are loaded into cars by means of a grab bucket crane.

One of the unique features of the State Line Generating Company is that it is not a public service company, but that it is a manufacturing company and sells its product to the public service com- panies of Indiana and Illinois. In this manner the State Line CJenerating Station is not controlled by the Commerce Com- mission as are the public service com- panies.

The reason I was impressed with the State Line Generating Station is because it is the latest type of generating station, and exhibits the highest developments in the power plant field. The large 200,000 kilowatt unit, the five stage feed-water heating, the double flow turbines, surface tvpe of reheaters, high vacuum con- densers, powdered fuel, and the moderate- Iv high-pressure, all tend to indicate that this station is a good example of the highest developments in pnwei plant work.

Jnnitarw 1930

THE TECHNOGRAPH

77

ii»><M

£

with FOLDING MAST PLANT

help elevate LI.R.R. TRACKS

Mayor James J. Walker addressins the crowd at Jamaica, L. I. at the ceremonies startins the elimination of six L. I. R. R. grade crossings.

Mc" and more, the big contractors who construct long, high retaining walls. Foundations, and do grade elimination work are using the Ransome 27-E Paver with a Folding Mast Plant. This unit has a large capacity for output and its portability makes it most popular.

The complete unit is a Ransome 27-E Paver with a hinged steel mast, a bucket and hoist. The bucket holds a cubic yard. The hoist is attached to the paver and is driven from the paver power plant. The control levers for the hoist and brake are so located that one man standing on the

Send For the circular wl

1 ff :i 41

COMVEbUIOI^ 4;

KOAU $H0»

A. 11. 11. A.

ATiAMIir.CITYliJ.

.i^<kki.i:«-in

operator's platform can operate the mixer and mast bucket

A boom chute plant equipped with a counterweight chute is the most satisfactory way of distributing concrete. The lower end of the counterweight chute can be easily and quickly shifted along the forms. If chuting is not desired, the concrete can be discharged into a floor hopper and carted.

The complete mast attachment can be taken off and a standard boom and bucket be installed for regular road work.

Compact — well balanced — easy to maneuverl

ich gives complete detail: and specifications.

Dunellen

Ransome Concrete Machinery Company

1850— Service lor 80 Years— 1930

Ne^v Jersey

78

'llli: 'IKCIIXOGKAI'H

J till liar y. 1930

Inspection Trip Report

\\\ \ . 1.. \\ ESlnKRC

The following places were visited ami will be reported separately and in order;

Weslirn Electric Co., Chicayu

lull Telephone Co., Chicago

ll'eslinghouse Lamp Co., Milivaukee

.Illis-Chalmers Mfci. Co., Milivaukce

North Shore Line lulninatic Substation

Hydro-Electric Plant, l.ockport. III.

Public Service Substation, I'olmer Road

State Line Generatinii Plant, lll.-lnd.

Illinois Steel Co., Gary. Ind.

As far as possible, each plant visited will be described with the following points in view: general product, plant hiNOut, factory processes, working condi- tions, handling of materials, and any new features and developments. Most of the explanations will necessaril\' be brief, due lo the large amount of work covered in the many plants visited.

The group was quite jovial as it was lined up on the first morning of the trip at the Hawthorne Works of ll'rstern Electric Co. We were taken through sev- eral buildings where intricate copper ca- bles ^^■ere being made. The copper wires are made at this plant by putting the red hot ingots through a series of specially constructed rolls so that its size is re- duced to about 5-16 ". These ingots weigh about 200 pounds and are melted from pure copper with a considerable portion of reclaimed material from cable ends and rejects.

The wire then goes through a seem- ingly endless number of drawing dies where its diameter can be reduced to about No. 40 B.S.ga., the smaller sizes being drawn through diamond dies. The wire to be insulated can be covered by a thin coat of enamel or by a number of cotton or paper covering machines. An interesting process can be seen in the cable room where a series of large spools on a single axis wind upwards to 200 paper-insulated wires on one core which is later covered with a thin lead sheath in a unique hydraulic extruding furnace and press. Modern efficient telephony de- pends to a large extent upon this com- pact cable.

From the cable room we were taken to the rubber moulding plant ^vhere the ex- tfiisive and varied uses of rubber has made necessary many rolling machines and complicated moulding dies. The path of the rubber from its crude state direct from the plantation to the finished prod- uct can be readil>' seen here. A new type of hand phone to supersede the common desk phone now in use is being devel- oped using a one piece hard rubber com- bined transmitter and receiver unit.

Telephone switchboards with their my- riads of connecting wires were seen here in all stages of construction. I'nits were started on one end of the floor and trav- eled progressively to the finished unit on the opposite end, men putting on relays, reactances, etc., at each stage. Many coil winding machines and relay assemblers are needed to keep these units progress- i[ig along to completion. It was at this place where the greatest development of efficient processes and material handling was seen. Also due to very expensive floor space, the machines and operators were placed very doselv together, caus- ing over-crowding and resulting poor working conditions. The site of the plant is strategic for material shipment advan- tages and 3 plentiful supply of labor at all times.

The effects of being suddenlv taken

from school desks to a hiking tour were in evidence as the group made their wav to The Hell Telephone Co., Randolph Franklin office, Chicago. Practically all of the equipment used by the Telephone Co. is made by Western Electric company which our rather wearv group had just left.

On the first floor are located the power plant, wire chief's office, repair service and test desks, and the main distributing frame which is almost a block in length. Fhe power for this large station is gen- erated at low D. C. voltage by motor- generator sets from 230\'. transformed from 12,000\', furnished bv Common- wealth Edison Co. This D.C. charges four sets of batteries whose output is 48 or 24V. with max. current of 7,000 Amps.

The very latest in switching mounting can be seen at this office. Some of these newest types are the all-metal frame type, the units being absolutely fire-proof. The continual drone of calls being switched is noticeable and the automatic operation of the switching contacts can be studied here. Many indicating lamps are mounted on the panelboard thus making trouble shooting a greatly simplified task. And task it is as is seen by the complicated network of wires, threading up and down the rows of relay contractors.

There were several other interesting phases of the operations of the Tele- phone Co. besides the actual switchboard controlling of which most of us generally consider the scope of their field. A tele- graph service room has a most impor- tant work in tying in the many telegraph lines connecting brokers and business firms having stock ticker service. A few tickers were in operation giving us an idea o! what they really were.

The broadcast control room where all the chain programs for the Middle West are sent, has three or four operators seated before a control panel where the incoming and relayed programs are mod- ulated or strengthened. The most inter- esting recent development of all is the machine for the transmission and recep- tion of pictures by wire. During the in- spection, a picture was sent to New York over the apparatus. A film print of the picture to be sent is made and curled to form an open cylinder into which a photo-electric cell is placed. A microm- eter screw moving in synchronous speed with the receiving apparatus moves the film as it rotates across the narrow slit in the cell. This intermittant light causes a varying current to flow in the circuit connecting the two stations and this in turn charges the intensity of the light beam which acts on the unexposed film of the receiving apparatus. This film is then developed, giving the desired dupli- cate of the transmitted picture. The en- tire operation of transmitting takes only about six minutes, but when time of de- veloping is included, the total time re- (|uired is about two hours. According to the operator, the instrument is not used as much as it could be profitably.

From here the group disbanded to meet at the Edison building for a din- ner given by Illinois Public Utilities as- sociation and a few peppy talks which will not be soon forgotten. A special North Shore Electric train took us to Milwaukee that evening.

The next morning special trolley cars took us to the If'estinc/house Lamp Works in Milwaukee. We saw large turret plates with the glass stock bulbs direct from the glass factory, being inside frosted by an acid spray with automatic precision.

Some special lamps are tinted different colors on other hand operated machines. .■\ new method of lamp construction and evacuation has been put into operation at this plant; the stem holding the filament is now made of a piece of tubing so that it can be used as a final seal of the lamp. During the assembly of the filament sup- ports, a small hole is blown in this tube by a jet of air on a portion heated to over normal.

A battery of automatic machines makes the small neck fittings from glass tubing and another set of machines assembles all the inside fittings automatically.

Finally, a sealing and evacuating ma- chine takes the globe and internal as- sembly on a large circular drum and ro- tates them through a scries of pumps and seals which completes the lighting ele- tncnt. The bases are then cemented firmly in place and the terminal wires soldered in place on another machine. The entire factory output seems to be based on auto- matic production, and, considering the output, this is largely true. Conveyor sys- tems are used wherever practical and ma- terial carried from one machine to an- other is placed in special loading jigs which are common to both machines. Working conditions are good, but it is difficult to get good help, for the few operators needed must be very skillful and adept in their work.

Our next objective was Allis-C/iatmers Co., in West Allis. Here we saw an en- tirely different factory layout; large ma- chine parts in process of construction in widely separated places; no conveyor systems in evidence, in fact, no real sys- tematic order of any sort was found. This can be easily explained if we con- sider that none of the parts made are put on a production basis, but practically each job is a new special design and product. With this type of product a very flexible method of engineering must be used and is used in this large factory quite successfully. Some of the more in- teresting things seen were the turbine blade built-up construction, the large transformer and alternator winding jigs, the immense radial planing machine, and the large 65,000 K.V.A. high speed alternator which is being built for the town of Kenosha, Wis. Some very large single and three phase transformers were in process of construction on the floor, their cases towering up eight and ten feet above the floor to the case top. A huge winding vacuum furnace is found on the main floor of one of the build- ings which is used to bake the finished transformer and alternator windings at or near a vacuum. This treatment will remove the moisture and air which is present in the windings after which a covering compound is sprayed into the furnace which immediately penetrates into all the open air spaces of the wind- ings. It has been found necessary to re- move the very last traces of air in any high voltage windings because of the io- nization and consequent chemical action in these minute spaces causing breakdown of the insulation.

The patterns in the pattern shop range in size to some that are large enough to house an automobile comfortably. Then the very largest of them are made by building up an outer casing of brick and shaping the inner surface by hand. These castings are poured by the use of several large ladles which are moved over the mould by overhead cranes and are allow- ed to cool for about a week liefore being

January. 1930

THE TFCHXOGRAPH

79

opened. The crane then picks them up and carries them over a specially pre- pared ground space where they are dropped, thus cleaning the bulk of the moulding sand off.

The special trolleys then took us back to Milwaukee after a prolonged experi- ment on the part of motorman in de- termining which end of the car operated the better. We were quite tired and wet from the continual rain and decided to retire early. After buying a bag of fruit, we were confronted by "Buck" Knight who intimated a probable party when he saw the package. Milwaukee isn't the same.

On the return trip to Chicago the party stopped at an automatic substation of the North Shore Electric where several guides explained its operation. The purpose of this station is to convert high A.C. volt- age to 600 D.C. voltage for operating their trains efficiently, there being simi- lar units installed every 5 or 10 miles for feeding under heavy loads. The 33,000 volt 3 phase transmission wires were brought to the steel tower just back of the station and were run through lightning arresters and switches with leads through choke coils and circuit breakers. From here the leads go to a polyphase power transformer which steps the voltage doivn to 450 and 225 for starting the converter.

The most interesting part of the sta- tion is to be found in its automatic oper- ation of starting and stopping when the line voltage falls below 575 or the cur- rent falls below 150 amps. When the voltage stays low more than 7 sec, a re- lay cuts in and starts the converter at 225V holding it there until full speed is reached when it throws in the normal 450V and lowers the brushes into position and the converter is ready for loads as may be applied. To be entirely automatic as this station is, the station apparatus must be protected carefully from the fol- lowing dangers; armature and bearing overheating, A.C. and D.C. overloading, overspeed, flashover, open shunt field, re- versed polarity, and low or single phase .\C. power. Overheating is guarded against by placing thermo-couples oper- ating relays and a motor operates the brush lifting device, t'ndcr ordinary con- ditions with a two-car train speeding by, the drop of voltage is not enough to start the converter, but with more cars or when stopped in its range, the station will boost the voltage to normal when it is automatically set in operation.

The next day three comfortable motor coaches took us to the HyJro-Eleclrii Sta- tion of the Sanitary District at Lock- port. At this point the drainage canal is diverted so that its level remains high enough to give up its potential power to the turbine wheels. It is surprising to note that a head of over 30 feet is to be found here in this flat prairie. The wheels are of the old horizontal axis type and are directly connected to 6600\' Crocker-Wheeler alternators. Their speed is 160 R.P.M. and current rating is 3 50 amps. These alternaters, there being six of them, are about 18' diameter. The dis- charge water flows out underneath the power house into a pond. The single pair of locks are reputed to be the largest i[i the world even surpassing Suez and Panama locks in size. There are 13 transformers located at the discharge side wall of 1533K.V..^. step-up 6600-44,000V., all water cooled. Most of the equipment at this station is of older types and designs, but some modern switching apparatus is

being installed at the present time. A 50 foot spilhvay for excess storage water is located between the locks and the power house.

The tour then took us to the Volmer Road Substation, The Public Service Co. of Northern Illinois. The station was de- signed with pleasing Spanish architecture because of its location in a growing resi- dential district.

Both A.C. and D.C. power is distribut- ed at this station for a variety of pur- poses, principally railroad work at the present time. Three 33,00OV. 3 phase lines feed the station which are stepped dowi\ to 1500\'. and 2300/4000\'. for town dis- tribution. At this substation two methods of obtaining 1500V. D.C. are used, name- ly: rotary converters and mercury arc rectifiers. Two 750V. rotary converters are connected in series to give the nec- essary 1500\'. service.

Two 750 K.W. 6 phase and one 1500 K.W. 12 phase mercury arc rectifiers arc in operation on the I500\'. lines. The> are shaped like a large kettle, the 1500 lv.V..\. being about 5 feet dia. and total height of about 6 feet. It has 12 anodes projecting down through the tank top with one auxilliary anode used for start- ing the arc. The vacuum is controlled and maintained b\" a single stage rough pump and a Langmuir pump. The effi- ciency of the mercur> arc rectifier is much higher than the rotary converter, it being 90 per cent as compared with about 75 per cent of the converter.

It was noticed that in this station the meters were all small and had colored indicating lamps. I^his station can be con- trolled from the Chicago office.

The next place visited was really a treat to us in that the generating plant had just been opened a month or two and gave us an insight into the very latest methods and developments in the turbo- electric generating plants. This plant which is incidently the largest plant of its kind in the world, is the Stati' Line (!en- iratinij Plant, located on the shores of Lake Michigan at the Ul.-Ind. state line. Its ultimate output will be 208,000 K.W. when all its units are operating.

Starting at the fuel source we see the coal cars being run up the incline of the unloading dump where the entire car is turned upside down and the coal drops to a conveyor after passing through the magnetic separater. It then goes to the crusher, through a drying kiln and to the furnace hoppers. Powdered coal is used entire!) in this plant, the pulverizers are about the only objectionable parts in the plant, the noise being very ainioying. The ash is removed by water wash to a se- ries of settling pits.

Compared to the old tvpes of boiler rooms, these are far superior in many ways. Everything about them is excep- lionallv clean and there is very little heat radiated through the boiler insula- tion, in fact, every one in the group kept their topcoats on throughout the plant. The boilers are immense, but are well constructed so that the whole unit is com- pact.

rhc turbine room is well laid out, the high pressure stage of the three stage unit is placed in the center of the floor with the two low pressure units being placed on either side. The exhaust steam from the high pressure turbine passes through reheaters and then to the low pressure units. The generators were designed for 22,000V. which is about twice the max. heretofore generated. The K.W. rating of the units are, 76,000 for the high press-

ure operating on 650 pounds of steam, and 63,000 K.W. for the low pressure.

Two new innovations were tried out in this plant, namely: no switchboard is to be found as all the switching is done on the high voltage side on the outside of the building. One reason for doing this was to be able to cut the enormous cost of the large copper conductors. On the outside switching steel work, the busbar connectors are all enclosed in tubing fill- ed with oil. Thus a man can work all around the high voltage cables without fear of shock. The voltages are stepped up from 22,000 to 33,000V. by several batteries of 20,000 K.V.A. transformers.

Considering efficiency of plant methods and processes and general working con- ditions, this plant is by far superior to the other plants visited. Some of the proc- esses being used are <iuite new and can bear watching.

Our final invasion of plant acreages was started with renewed vigor due to clearing skies and visions of afternoon's game: BEAT NORTHWESTERN: We all bought our skull caps and proceeded to do the Illinois Steel Mills in Oary, Indiana.

.A good example of conser\"ative engi- neering was noted in the power house where all the power to run the electric motors of the entire mill is derived from the waste gases from the furnaces. About three dozen huge single stroke gas en- gines drive the 600 K.W. alternators at about 200 R.P.M.

We passed by some large furnaces of 200 tons capacity where the coke and pig iron are placed together. When these large furnaces are tapped, the huge ladle is swung over a row of ingot casings mounted on cars and emptied into them, rhese ingots are then heat treated and sent to the rolls where they can be rolled into most any form. The hot ingot is reduced in size at each roll set- ting and is finally cut to proper lengths when the correct shape is reached. Some of the larger rolls must be quickly re- versed to take care of direction of the return path of ingot. This is done b\ quickly reversing the field of the motor.

-Another interesting operation is the production of car wheels from round hot slugs of steef. The centers arc punched out and the disk is put through a hy- draulic press where the general shape is >wcdged into it. Then the disks are turn- ed in a beading roll where the shape is made true with the center hole. The wheels are finally turned true on their axles in a lathe. -All of the handling of the hot disks in the many steps is done with machines of almost human flexibil- iiess.

Due to the few necessary operations of the product and large scale production, this plant can be run upon a very effi- cient basis. Good material handling de- vices with few laborers is a sign of good -hop practice.

The one thing that impressed me the most on a survey of the trip was the fact that practically all the essential details would have been missed had there been no preparatory study of these machines, etc. The plants covered represented a wide range of manufacturing and power products; from the large (|uanlity of spe- cialized product of Western Electric Co. to the individually designed product of .Mlis Chalmers Co.; and from the large power production of the State Line Gen- '•rating Plant to the redistribution of power at the North Shore .Automatic Substation.

sn

Till: 'IlAilNOCRAl'H

.la

l</30

1929 Sets Record in Electrical Business

As a result of the increased activities in iiidustrs, transportation and communication which characterizeii the year 1929, the volume and the dollar value of elec- trical equipment produced were greatly in excess of the niaxinnim record of any former year.

The pragmatic worth of research was grapliiialh In- dicated by the fact that more than twenty per cent ot the total income received was for electrical apparatus which as recently as a decade ago was either unknown or of negligible importance commercially.

Two record size turbine-generators were completed and placed in service; a 208,()00-kilowatt cross-compound unit and a 160, 000 kilowatt tandem-compound unit, each tlie largest of its type .so far constructed. Of excep- tional interest, because of its potential influence on the future of central station practice and possible economics, was the growth in the use of turbines operating at steam pressures of 1200 pounds; the aggregate capacity of such machines completed or under construction being greater than the combined capacities of the preceding six years.

.■\ third large passenger ship, with electric propulsion, the "Pennsylvania," was completed for the Panama-Pa- cilic route, and work on similar propelling equipment for coastwise and trans-oceanic liners was in progress at the close of the year. Ingenious applications of turbine- generator sets were made to increase the power available for propulsion on ships equipped with reciprocating engines.

The electrification of railways proceeded at an un- precedented rate, and new records were achieved in the number of electric and oil-electric locomotives built. The gasoline-electric type of railway car was provided with increased power, while the tendencies in street railway operation were generally along the lines of lighter con- struction and the use of improved forms of electro-pneu- matic and magnetic braking in order to maintain ade- quate schedules despite the growing density of urban traffic.

With more than 10,000 miles of airways and about 260 intermediate landing fields provided with guide bea- cons and ground lighting, the United States Department of Commerce was enabled to decide on practical stand- ards for airway and airport lighting systems. It is ex- pected that more than 2000 miles of additional airways will utilize this standardized equipment.

Further developmental work was done on the radio altimeter designed to mim'mize the hazards of blind fly- ing while the new magneto compass, with special alloys in the magnetic circuit, and the electrical fuel supply and engine temperature indicators were produced on a commercial basis.

Investigations in the field on full-sized transmission lines with a portable lightning generator and the ca- thode-ray oscillograph revealed the fact that the choke coil, used for years in lightning protective systems, was of little actual value in this service and its use was dis- continued. The photoelectric tube was developed com- mercially for the control of electric circuits through va- riations in the intensity of light, and the thyratron was practically applied in the control of lighting systems.

There was a notable extension of the use .of the mercury-arc power rectifier, especially in railway substa- tions, and the voltage and the unit and aggregate ca- pacities of this type of equipment were carried beyond previous maxima.

Two outstanding accomplishments In lighting were the production of the sunlamp which serves as a safe source of idtraviolet rays, and the water-cooled lamp which makes feasible a high intensitv of illumination

combined with low temperatures. The trend toward the concentratlf)n of greater wattages in single street light- ing standards and higher intensities of illumination for business streets was exemplified by a recent installation in Detroit which utilizes 2000-vvatt Mazda lamps and gives an illumination of about 1900 lumens per linear foot of street.

In presenting a review of these and man\ other devel- opments which occurred during the year, all the appara- tus referred to are products of the (n-neral Klectric com- pany. These cover such a wide range that the references will serve as an indication of the tendencies in design and construction as well as the general progress in the electrical manufacturing industry as a whole.

Arc Welding During 1929

The application of electric arc welding to structural work continued, during 1929, to be the activity arousing greatest interest, both popular and technical. The po.ssi- bility of erecting buildings by this method, thus quieting the clamor in large cities, was principally responsible for the public interest, while the other economic advantages, succh as savings in weight, were further demonstrated and proved for the benefit of architects, builders and engineers.

The number of buildings and structures erected b\' the use of electric arc welding materially increased dur- ing this period. The first statistics of this nature were prepared by Frank P. McKibben in July, 1928, when he listed 100 structures consisting of bridges and build- ings. In July, 1929, the total had increased to \}H. The number of welded buildings alone jumped from 4^ to 63, a 30 per cent increase.

Further demonstration of the reliability of welding .IS a method of fabrication was found in the results of a two-years' series of tests on welded joints conducted at the Rensselaer Polytechnic Institute. Conclusions based on these tests indicated that the application of electric arc welding to the construction of buildings was no longer in the experimental stage, and that such construc- tion can now be made with complete safety and with entirely successful results.

A general activity in municipal and state bodies was noted throughout the year towards the adoption of ordi- nances and laws allowing the use of welding in building construction. Early in the year the 38 municipalities in the western and southern parts of the countr\' had sec- tions in their building codes covering this point, and many followed suit later. It was not long before the legislature of the state of Pennsylvania had pa.ssed a law allowing this type of construction to be used in first- class cities. Municipalities below that grade being al- ready free to adopt their own codes.

Model ordinances were framed by the American Welding Society, and these were submitted to munici- palities for consideration. Pittsfield, Alassachu.setts, was the first city in the country to formally adopt this new building code. In addition, Pittsfield was the first truly eastern city to incorporate welding in its code in any form.

Many interesting applications of \velding to this type of construction were made during 1929, of which a few outstanding examples may be chosen as illustrations. Early in the year an extension to the power house of the Haddon Hall and Chalfonte hotels of Atlantic City was completed, quickly and quietly without disturbing the guests of either hotel or the residents of the cottages in the neighborhood. This power house has a height of 1,?4 feet and is one of the tallest welded-steel building

J,.

1930

THE TKCH\(X7RAI'H

81

frames in the world. Some of the steel columns support- ing the biulding and its heavy contents are of the hea\- iest type of steel shapes used in building construction. The hotels are owned by Leeds & Lippincott company, the architects were Rankin 5: Kellogg of Philadelphia, the engineers were Carson & Carson of Philadelphia and steel contractor was the Bethlehem Steel company. Frank P. IVIcKibben was retained as consulting engineer in connection with the design of the points. Three arc welding sets \vere used.

Another interesting application to structural work was in the erection of a foot bridge 846 feet long for the convenience of employes of the Ciencral Electric com- pany's plant at Schenectady. This bridge, containing 10^ tons of steel, extends over the Delaware & Hudson Rail- road tracks to a nearby hillside. The shop welding was done in the plant of the Williams Bridge company, Syra- cuse, X. Y., and the field welding was done by the General Electric company.

A highly important contribution to the building art was announced by the American Institute of Steel con- struction at its seventh annual convention at Biloxi, Missi.ssippi, November 14. This was the development of a new type of arc welded steel floor which materialh reduced the weight of the structure. This floor con- struction, known as the "battledeck" type, was demon- strated by the erection of a sample structure during the convention in the presence of the institute members. Electric welding plays an important part in the devel- opment, a special automatic arc welding machine being used to "stitch" the plates and beams together which form the flooring. The resulting structure met all speci- fications and tests satisfactorily.

The new flooring utilizes steel plates and structural steel beams. It is, according to the Institute, better than any floor that has been used before, and will stand every service to which the floor may be subjected. It is a floor in which it is possible to determine in advance the stresses in all parts, and a floor which will recover in- stantly 100 per cent from deflection caused by live loads, when those loads are removed. It may be expected that one of the first objections made to this type of floor will be that it has not been Lised before and is, therefore, without precedent. This objection is not sustained, how- ever, since steel plate floors have been u.sed for the charg- ing floors of open hearth furnaces and for the decks of battleships where they are subjected to the most severe service known.

The automatic are welding machine designed for this application consists of a three-wheeled, self-propelled vehicle driven by an adjustable-speed motor. On the framework are mounted a wire feeding device, a reel of welding wire, the travel motor and the control devices — all occupying a space of less than five square feet and having a height of two feet. .A motor-generator set at a remote point supplies, through a trailing cable, the cur- rent for welding and for operating the travel motor. The speed of travel and the speed of the welding wire feed can be easily varied by adjusting small rheostats. In the demonstration at Biloxi a completely satisfactory weld was accomplished at a speed of 9-12 inches per minute.

In operation the machine is placed on the beginiu'ng of a seam where it is lined up and started runnitig. If by any chance it should tend to deviate from the seam during the course of travel, its direction can be readily altered by means of a small steering wheel on the mec- hanism. At the end of the seam it is merely necessary to turn the machine around and place it on the begin- ning of the next seam, proceeding from this point as before until all seams are welded.

The wew floor is described by the Institute as being a .solid steel deck which acts as a girder to prevent any torsional distortion of the building when subjected to wind or earthquake action. It enables the engineer to select that part of the structure which is to carry the wind stresses to the foundations, and to be assured that the deck flooring will deliver the stresses to the most rigid part of the vertical frame. The floor construction can be carried out into the walls to provide standard construction to support the outside walls. It will provide .1 working floor for other trades during building con- struction and in many places eliminates the necessity of temporary planked floors.

The total cost of a floor constructed of 3-inch I- beams and 3-16-inch plates, covered on the top with cork tile and fireproofed on the under side, is estimated by the institute as being a little over 5'>1.00 per square foot. It is pointed out, however, in this cormection, that the cork tile floor eliminates the necessity of any other floor covering, which is alwa\s a part of a tenant's expense when using an ordinary masonry floor. The cost of a good chenille carpet alone is from $1.25 to $1.50 per square foot, and the welded "battledeck" floor complete will cost less than the carpet and eliminate its necessity.

The new steel floor, says the Institute, is equally ap- plicable to residences, multiple-story buildings, and bridges, and for building construction it will save from

20 to 60 pounds per square foot of floor in dead weight. In connection with a 75-story building with floor panels

21 1-2 feet by 22 1-2 feet, the saving in dead load on the foundations for each column is nearly two million pounds, and indicates that its use will permit an in- crease of 25 per cent or more in the height of the build- ing or in the number of floors \\-ithout increasing the loads on the foundations.

Olhcr Jfifi/ications

A marked tendency was noticed dining the year to construct long pipe lines by the arc welding method. An example is a 205-mile pipe line built during the year and running from Jal, New Mexico, to El Paso, Texas. This line is 16 inches in diameter and carries gas for the El Paso Utilities company. It was built by Smith Brothers, Inc., general contractors. The electric arc welding of the entire line was done under the direction of .Messrs. Fred Clark and F. G. Hoffman. A total of 27 gas-engine driven welding equipments were u.sed, some mounted on Fordson tractors and driven by the tractor engines, and others mounted on trucks and trailers.

The pipe, in 30-foot sections, was strung along the cleared right-of-way. Seven of the 30-foot lengths were then lined up making a section approximately 200 feet long, (^ne welding crew fixed the sections temporarily in position by tack welding and another completed the welds. The tack welding machines were self-propelled equipments, as the first welding crew was often some distance ahead of the men \\ho completed the welding operation. The pipe was turned, as the welding prog- ressed, by one man using long-handled tongs. Every seventh joint was an expansion joint. This consisted of a short piece of pipe with upset corrugations. This joint added flexibility to the pipe as well as allowing for ex- pansion and contraction when in use.

-After the 200-foot sections were completed, another crew lined them up with the completed pipe line, using a caterpillar tractor and boom. As the pipe could not then be turned, the welds were made by the "bell-hole" method, in which the operator moves his own position to weld all sides of the pipe, making the weld on the lower side from an excavation dug beneath the joint for that purpose.

S2

ill 'ii:c'ii\()(^R.\i'n

I'^.W

U\ thv use of .1-1 6-inch diaiiu'trr urlilinj; clcctruik' ami a curn-nt of approximately 175 to l')0 aiiipi-res, the greatest wfldirif; speed consistent with the highest quality weld was obtained. Each operator was able to make ap- proximately 13 welded joints in ten hours.

-After the final welding operation was completed, the joints were tested and then treated with a corrosion- resisting compound. The pipe was then lowered into the ditch.

.An ijiteresting application in which welding played an important part was the construction of the new vehicular tunnel running under the Detroit river be- tween Detroit and Windsor, Canada. This tunnel was built on dr\ land in section which were afterwards launched, floated into position and sunk to their places on the bottom of the river. The work was carried on by the Canadian Hridgc company at Ojibway, Canada, six miles down the river from the tunnel site. Arc w'elding was utilized for caulking purposes around the full cir- cumference of the shell in 42 places and foi' 100 feet of butt-joint welding.

Editorials

'('.nntinucd from Pai/i' f>') that the long monotonous description of apparatus and method of procedure be set aside, and in its place, a set of conclusions or a set of "likes and di.slikes" be substi- tuted. And with this, there should come a more strin- gent grading of the reports with regard to grammar and neatness. Tabulated data gi\es no practice, nor does sheet after sheet of curves, unless the results may be un- derstood this way, only. But writing — writing in an interesting way, as one will have to after graduation — is of great value.

A. C. E. Turns to Romance

1 stood on the bridge at midnight, .\ simple I'ratt-truss span. And my fingers were held fixed-ended In the clasp of m\' love — dear Ann.

.'\nd 1 sighed as I there surveyed her. My love so passing fair. While a sportive wind-load sudden Caused tensile stresses in her hair.

"Ann, wilt thou walk beside me 'Long life's hard-surfaced road? On my ribs' spiral reinforcement My heart sets up an impact load."

"Oh, Ann, beam thou upon my life,

I pray thee do not dim it. "

And my joy when she softly answered yes

Exceeded the elastic limit.

— Rose Technif

THE LITMUS TEST

be

and

"Now, ^^Iary, when you bathe the baby, use the thermometer to test the water. "

Returning an hour later, the mistress asked:

"Did you use the thermometer?"

"No, ma'am. I can tell without that. If it's too hot the baby turns red, and if it's too cold, he'll turn blue." — The Great Northern Goat.

"Heated -IS' furnace prcparat ll\drai:lie Turbi

RESEARCH

Mill. It

ill

iifactiirin>: cnnipaiu , lil iiust constantly seek w: to go t)ack\vard.

;-ChaImers has made it a policy never to be satisfied with designing and building good machines. They must be built better. Not only are exhaustive tests made to bring out any weaknesses in design or construction and to get data on opera- I ion of machines before they are offered to the public but con- tinuous study and field tests bring out points where further improvements may be made.

Working with the manufacturing and engineering departments and supplementing their work are research engineers whose duty it is to develop new kinds of iron and steel, insulation for electrical machinery, and other materials that will ^nve tn Allis Chalmers power, electrical aii-i industri:d iii;nhiiu-r\ l<.ni;ei lite an<l trouble-free service.

I MII.WAUKCE, ^IS. U.S.A. ^

Poiver, Electrical and Induitrlal Machinery

THE SIXTH SENSE OF INDUSTRY

l\Jf*f\ f Temperature M F^W«^ Instruments

4^ ^INDICATING - RECORDING - CONTROLLING

I

J nil I,

1930

THE Ti:CHN(1GRAPH

Many Products- One High Standard of Quality!

The products of the Reading Iron Company are varied, but in all of them you will find the same high, uncompromising stand- ard of quality that has made the name of this company famous since 1848.

Reading 5-Point Pipe is made of Genuine Puddled Wrought Iron — the only wrought iron that has been fully tested by time.

Reading Charcoal Iron Boiler Tubes have been known for their great endurance since steam first challenged sail.

Reading Cut Nails, wedged-shaped for a permanent grip, are today the standard where great durability and holding power are required. Reading Bar Iron is the accepted material for use where resistance to corrosion must be combined with immunity to strain and vibration. And Reading Iron Company machinery is noted for its honest workmanship and superior endurance.

We are sure of our products and sure of our service — you'll find it both pleasurable and profitable to deal with us. The name "Reading" is always your guarantee of the finest.

READING IRON COMPANY, Reading, Pennsylvania

Atlanta - Baltimore ■ Cleveland ■ New York - Philadelphia - Boston

Cincinnati • St. Louis • Chicago • New Orleans ■ Buffalo

Houston ' Tulsa ■ Seattle ■ San Francisco - Detroit

Pittsburgh ■ Ft. Worth ■ Los Angeles • Kansas City

=®-«jllii<piM9|fi?ie#f«^^

CiNUINEPUDDUD, WROUGHT

R GENUINE PUDDLED WROUGHT IRON ^H EADINC PIPE DIAMETERS RANGING FROM </» TO SO INCHES H^H

84

THK TKCIINOCRAPH

J93fl

Key Town selling

—a new telephone idea

I'm

THF TECHXOGRAPH

85

Commercial development men of the Bell System have originated a new use of the telephone which is proving economical and efficient for modern salesmanship. From important central towns the salesman makes periodic visits to customers and prospects i\ telephone.

To conceive this idea, to make it practical

by selecting Key Towns on a basis of most advantageous rates to surrounding points, and to sell it as a business practice — all this il lustrates how telephone service is as open as any commodity to constructive imagination. Key Town selling is one of many indica- tions of the steady demand, present and to come, for more and more telephone service.

How Western Electric helps to make the idea work ......

Each year the Bell System calls on Western Electric for more and more equipment. New lines and central offices must be built — old ones modernized and enlarged to take care of new and constantly increasing uses of the telephone.

Raw materials must be gathered from the ends of the earth — fashioned into telephone apparatus and supplies of all kinds — distributed to warehouses throughout the land and held in readiness. When the call comes, shipment and installation must often be made in record- breaking time to make good the ravages of fire or storm. All this is included in Western Electric' s dependable service of supply which helps make possible a dependable service of communication.

Backing up the telephone companies of the nation is a big job — and one that never grows dull!

BELL SYSTEM

%A nation-wide sysKm of in t er-coii lucting teUphonn

'*OUR PIONEERING \VORK HAS JUST BEGUN

IX'IINOdR.M'll

J (till

n^jO

Steam, Air and Gas I'owcr

WlLLIAM H. Severns, M. S. Howard E. Deci.er, M. E., M. S. The heat eiigineeriiiK problems "I moclerii steam, air, ami K''* p()"cr ap- paratus, are of daily interest to all power engineers. There exists an enormous amount of material on this broad subject, both ill books and in magazines and there are some rather voluminous books lOveriiiK it. Hut the busy engineer of today demands brevity and conciseness in his frei|uently consulted books. There is definite need for a rigorous elimination of that part of the available informatioii which is non-essential. The demand is for a clear statement of principles, for brief definitions, for a selection of prac- tical formulas, for cxainples of calcula- tion, and for illustrations of typical ap- paratus. The treatment accomplished in this book is also suited to the classroom as well as to the busy engineer. The book has been adopted in the following schools: Baltimore Board of Education, Baltimore, Md., California Institute of Eechnology, Pittsburgh, Pa., Colorado School of Mines, (Jolden, Colo., Dart- mouth College, Hanover, N. H., Kansas State .Agricultural College, Manhattan, Kan., Lehigh Cniversity, Bethlehem, Pa., New Mexico College of A. and M., Messila Park, N. M., North Carolina Col- lege, Raleigh, N. C, Ohio State Tniver- sity, Columbus, O., Purdue I'niversity, Lafayette, Ind., Rutgers University, New Brunswick, N. J., University of .Mabama, I'niversity, Ala., University of Illinois, Urliana, 111., University of Kansas, Law- rence. Kan., Universitv of Louisville,

Louisville, Ky., University of Minnesota, Minneapolis, Minn., University of Nebraska, Lincoln, Neb., University of New Hampshire, Durham, N. IL, Uni- versity of Pittsburgh, Pittsburgh; Pa., University of Toronto, Ontario, Canada, irginia Poly. Institute, Blackburgh, \'a., ^'ale University, New Haven, Conn.

The book has 425 pages, 262 illustra- tions, and is published bv |ohn Wiley and Sons, Inc. ProL II. E. Degler is also author of a 150 page textbook entitled ■■Internal Combustion Engineer," to be published by the .American Technical Societv, Chicago, 111.

Charles A. Coffin Fellowships

The Charles A. Coffin Foundation, established some years ago by the (ieneral Electric Company, has an- nounced that applications are now beiiig made for the Charles A. Coffin Fellow- ships for 1930-3L

The terms of the Charles A. Coffin Foundation made provision for the award of five thousand dollars annually for fel- lowships to graduates of the universities, colleges, and technical schools throughout the United States, who have shown, by the character of their work, that they could, with advantage, undertake or con- tinue research work in educational insti- tutions either in this country or abroad.

The fields in which these fellowships are to be awarded are Elrclr'uity, P/iysiis and Physical Chemistry.

The committee, composed of Mr. Gano

Duiui, representing the National Acadcm> of Sciences, Mr. R. I. Rees, representing the Society for Promotion of Engineering ICducation, and Mr. Harold B. Smith, representing the .American Institute ol Electrical Engineers, desires to make the awards to men who, without financial as- sistance, would be unable to devote them- selves to research work. The fellowships will carry a minimum allowance of five hundred dollars. This allowance may be increased to meet the special needs of ap- plicants to whom the Committee decides to award the Fellowships.

Candidates for the Charles A. Coffin Fellowships should file applications on forms provided for that purpose, and ob- tainable from the Secretary. .Applications will be welcomed from seniors desiring to do research work as a part of the re(|uirements for an advanced degree as well as graduates of universities, colleges, and technical schools, but any award to a senior will be conditioned upon his graduation.

The Committee requests that all ap- plications first be sent to the dean of the educational institution at which the ap- plicant is, or has been, in attendance within the year. The Committee desires that the dean or other college executive in turn file all the applications received by him at the same time, together with a statement naming the tivo men applying who in his opinion or the opinion of the faculty are best qualified to receive the award.

Applications must he filed with tin- Committee by March 1, 1930, and slicuild be addressed to Secretary, Charles A. Coffin Foundation, Schenectady, N. \.

Choice of Atnerica^s Colleges

TAYLOR STOKER!^

\t the University of Wisconsin • • •

College engineers, with a wide and accurate knowledge of the atest scientific advances and demanding the best in modern cquipnient, specify TAYLOR STOKER.Slor college power and heating plants.

The University of Wisconsin found that by remodelling its heating plant with TAYLOR STOKERS the necessity of building a new plant could be obviated. The new TAYLOR STOKER installation pro- vided tH'ice the capacity of the former heating units.

liverBilvofWi,., ,dil TXYI.OK

riRir

•OKKHS eroHtof licat- ns: from * t.'f.W per semester per student in 1918 to $18.53 in 1927. In some colleKes the TAYLOR STOKERS are used as part of (lie laboratory equipment for training engineering students.

in a sfllina tilif Ihis lint Itoirpr plant shoulil hf smnkolf'ss.

AMERICAX EXGIXEERIXC COMPANY

2111 Arum in go Avonuo

P li 1 1 :i <i 4' I p li i a . Pa.

1930

THE TECHXOGRAPH

87

A portion of the

Metallurgical

Laboratory

Laboratory Facilities That Spur Progress

A FEW

DOW

PRODUCTS

Acetphenetidin, U. S. P Acetyl Salicylic Acid, U. S. P. Aniline Oil Bromides Calcium Chloride Carbon Bisulphide, 99.9% CarbonTetrachloride,99.9% Chloroform, U. S. P. and

Technical Cinchophen, U. S. P. Dyes Epsom Salt, U. S. P. Recrys-

tallized and Technical Insecticides Magnesium Chloride Magnesium Metal, 99.9% Methyl Salicylate, U. S. P. Paradow (Pure Paradi-

chlorbenzene) Phenol, U. S. P. Salicylates Sodium Sulphide Sulphur Chloride

The firm policy of unceasing search for new and lietter processes, which permeates the entire Dow organization, finds expression in the fine laboratory facilities at the command of our chemists, engineers, and physicists. Each manufacturing division in the Dow Plant has its own con- trol laboratory, which is supported by one of the most modern, completely equipped, general chemical labor- atories in the country.

Here new developments of wide interest, such as the first American commercial manufacture of Synthetic Indigo, have found birth. Here new and better processes for the manufacture of Aniline, Acetphenetidin, Phenol, Magnesium Metal, Calcium Chloride and Epsom Salt, have originated. Facilities that spur progress mean better products for our customers and broader opportunities for our men.

THE DOW CHEMICAL COMPANY

MIDLAND, MICHIGAN

DOW CHEMICALS

88

THF TKCllNOGRAPH

JaniKiry, 1930

Alumni Notes

(('nnlinueJ from Page 73)

Frank T. Sheets, mun.e. '14, state su- pervisor of highAvays for the last few years, is one of the eight American dele- jjates to the second Pan-American con- gress of highways to be held in Rinx de Janeiro, August 16 to 31.

Charles R. Suiton, arch. '21, is now in Rome attending the American acad- emy, lie received a three-year, $8,000 fel- lowship for his sketch, ".■\n Island Estate. " He also received a degree in landscape architecture in 1926. Last >ear he was in the office of Ferruccio Vitale. landscape specialist of New York. Hodge Hansen, arch. '28, took third place in the competition.

Prof. Emeritus A. N. Tai.bot, c.e. '81, is in Tokyo, Japan, attending the World Engineering congress as a delegate of the .American Society of Civil Engineers, .American Society for Testing Materials, .American Rail\va>' Engineering associa- tion, and .American Water Works asso- ciation. He is also the delegate of several engineering colleges. He will present a paper on materials testing by Prof. H. F. .Moore and one on indeterminate stresses b\ Prof. \y. M. Wilson.

I-Eroy Tucker, r.e. '23, who is taking Prof. H. M. Westergaard's place this year, received an .A.I?, from Washburn college in 1912 and a professional degree in civil engineering in 1928. He has had fourteen years professional experience in railroad work and was responsible for the location of the railroad bridge across the Mississippi river at Fort Nadison, Iowa. More recently he had been head of the department of mechanics at Clemson college. South Carolina.

RiCHARn B. Ketchum, c.e. '96, dean of the school of mines at the I'niversitv of ftah, at Salt Lake City, is the author of an article in regard to the universitv in the September issue of the Mininij Con- gress Journal.

Lion Gardiner, m.e. '09, is vice presi- dent and general sales manager of the Lakevvood Engineering c o m p a n v of Cleveland.

The Link Belt company, makers of shovels, cranes and draglines, with main offices at Chicago, claims the services of three Illini engineers: W. W. Savers, m.e. '97, chief engineer; A. J. Savers, m.e. '95; and B. A. Gavman, m.e. '97.

Meri.e J. Trees, c.e. '07, is vice presi- dent and general manager of the Chi- cago Bridge and Iron works, makers of Horton tanks. Horace B. Horton, c.e. '07, is treasurer, and Charles S. Pillsburv, m.e. '08, is manager of operations and director.

Homer R. Linn, m.e. '96, is connected with the Chicago division of the .Ameri- ran Radiator company.

K. II. Talbot, c.e. '09, works for the Koehring company of Milwaukee which manufactures concrete machinery, gaso- line shovels and cranes.

Ralph I,. Hermann, c.e. '15, is souih- wcstern transportation manager for the Wcstinghouse Electric and Manufactur- ing company. He is located at St. Louis.

(iEORCE Geib, c.e. '16, is branch man ager of the Haynes corporation, Indus trial engineers, located at Minneapolis.

W. J. Brown, a.e. '00, and Harry Hunter, a.e. '01, recently completed a $1,000,000 memorial building and city hall on the municipal island in the Cedar Rapids. Iowa.

Frank L. Hanson, e.e. '08, is vice president of the Ideal Electric and Man- ufacturing company at Mansfield, Ohio. He is in charge of sales.

C. M. Fuller, mun.e. '13, superintends construction for the Gund-Graham com- pany, paving contractors at Freeport, 111.

Edgar Stanton Belden ex'92, and prominent Chicago builder, died August 27 at his summer home, Holland, Michi- gan, after a brief illness. He was born July .?9, 1870, at Paw tucket. Rhode Is- land. He was educated in the public schools of Evanston. Later he attended the Rhode Island School of Design and entered the Un- iversity with the Jft'^W*''] class of '92, attend- ing for two vears. ^BELfc "'"f In 1889 he was cap- ■*' ■■^'^ tain of the baseball team.

On leaving the University he be- came a draftsmaii i'. S. Belden with Burnham, Root

in 1892. His first work was on drawings for the Chicago world's fair. Since 1903 he had been with the CJeorge A. Fuller company as vice president in charge of western business. Among the buildings erected under his direction are the Ste- vens, LaSalle, and Blackstone hotels, Chi- cago and Northwestern terminal. Uni- versity club, and the Kansas City Union station. He was one of the founders of the Commercial Trust and Savings bank in Evanston and a member of numerous business men's organizations. He was a leading spirit in the "Low '90's Golf Club" made up of Illini classmates.

John G. Beadle, who received a cer- tificate in architecture in '88, died Au- gust 7, in Schenectady, N. V. He had practiced architecture in Galesburg, Illi- nois, since his graduation from the Uni- versitv.

Rowland W. Evans, arch. '89, died July 11, at Bloomington, Illinois, where he has been in the buildiiig business since graduation.

F. C. Beem, arch. '98, is local manager of the Illinois Bell Telephone company, at Ottawa, Illinois.

Wensel Morava, m.e. '78, has returned from Paris. He has been traveling since January, his trip including India, Per- sia, and Czccho-Slovakia. He maintains an office as consulting engineer at 20*1 West Wacker drive.

C. E. Fleager, e.e. '89, is the new vice president of the Pacific Telephone and I'clegraph company in charge of system matters. He is located at San Francisco. He has been in telephone work since graduation, beginning as a clerk in the long lines department of the .American company in Minnesota and Illinois. Three years later he joined the Pacific company staff at Seattle, going later to San Francisco. Fleager then became plant engineer, then chief engineer of the cen- tral area, and finally assistant vice presi- dent in connection with rate case matters which position he held previous to his new appointment.

George E. Tebbeits, c.e. '99, is engi- neer of structures with the Chicago Rapid Transit company.

Maurice M. Wilcox, c.e. '99, is assist- ant engineer for the Pere Marquette rail- road at Detroit.

Ralph G-\ge, c.e. '03, is secretary and engineer of the Gage Structural Steel company at Chicago.

C. W. FiSKE, m.e. '03, is associated \ith the William White company at Mo- ine. Illinois.

C. E. Winn, c.e. 'OS, is division plant engineer of the Western Union Tele- graph compan>" at Omaha, Nebraska.

Arthur W. Baumgarten, e.e. '14, is chief engineer for the Joliet and Chicago Electric Railroad company, Joliet.

S. S. Ball, c.e. '09, is now supervisor of sanitarv sewer design in the San Fer- nando valley, California.

J. C. Butler, e.e. '14, commercial en- gineer of the Illinois Maintenance com- pany, Chicago, was elected president of the National District Heating association at the convention held in Detroit this summer. .After graduating from the Uni- versity, he entered the Chicago Central Station institute, then conducted by the Insull company, and also the engineer- ing department of the Illinois Mainten- ance company. He became commercial en- gineer of the latter in 1918.

Thomas Fui.lenwider, c.e. '02, is as- sistant construction engineer of the Illi- nois division of highways, Springfield, Il- linois.

H. K. Humphrey, e.e. 'II, has been promoted from assistant professor to pro- fessor of electrical engineering at Rice institute, Houston, Texas.

Chih Hsu, c.e. "12, died in September, 1927, at East City, Peking, China. He was in the commercial department of the Chinese Eastern railway, Harbin, Man- churia.

Harold S. Bradley, arch. '15, is devel- oping a subdivision at Rockford, Illinois, known as Bradley Heights.

Harry McCarthy, m.e. 02, is chief engineer with the Walworth company at Kewanee, Illinois.

Jiu!ii':ry. IQjO

THK TKCHNOGRAPH

89

KOEHRING

Anchorage for the Longest Suspension Span

A bridge with a main suspension span of 3500 feet, the longest in the world, will soon cross the Hudson river at New York. Suspen- sion will be maintained by four 36 inch cables supported on steel towers 635 feet above the water level.

Abutments on the Fort Lee approach are shown in preparation in the views at the right. Two Koehring Heavy Duty products, a power shovel for the rock excavation and a paving mixer for turn- ing out the Dominant Strength Con- crete, were used in this work.

The massive New York anchorage above, 200 feet by 300 feet ground di- mension and 125 feet in height, contains 110,000 cubic yards of quality controlled concrete mixed by two Koehring Heavy Duty Mixers.

Another identification of the Koehring re-mixing action with a struc- ture built to endure!

KOEHRING COMPANY

MILWAUKEE, WISCONSIN

hianuiacturcrs of Pavers, Mixers — Gasoline Shovels, Cranes and Draglines

Diniio.l o/ Nalioual Eqmpmcl Corpnrcl.au

The reviied edition of 'Concrete — Its Manu- facture and Use," a com- filflf treatise and hand- bool{ on present meth- ods of preparing and handling Portland cement concrete, is now ready for distribution. To en- Rineering students, facul- ty members and others interested we shall gladly send a copy on request.

QO

THK T1X'1I\()(;RAI'I1

J (III I

1 930

Used by headers in Every Industry

BAILEY METERS, already so firmly established in the Central Station Field that they are standard equipment in more than 90 '< of the up-to-date plants, are now being used more and more by the leaders in every line of in- dustry— where they are reducing the losses, improving combustion condi- tions and providing accurate, reliable and trustworthy data for accounting systems.

BAILEY PRODUCTS

Automatic Control Boiler Meters Coal Meters Draft Gages Fluid Meters Gas Flow Meters Gravity Recorders

Liquid Level Gages Manometers Multi-Pointer Gages Pressure Recorders Tachometers Temperature Recorders V-Notcli Weir Meters

Write /or Bulletin No. 81 B

Bailey Meter Co.

Cleveland, Ohio

Bailey Meters at Western Electric Co., Kearney, N. J.

European Airports

(Cimlinuid fro in Par/r 5S) illuniiiiatfii so that they make an outline at ni{;ht thar is easy for tlie a\iator to pick out from the (ithcr lights of Hcrlin.

Some of the Mediterranean ports are equipped to handle both sea-planes and land-plancs. Milan, Ital\-, which is an inland city, but which is midway across the Italian peninsula, is building an artificial lake to ac- commodate such sea-planes as may cross the countr>- from

(■roytinn .lirtiort. Ent/land

the Mediterranean to the Adriatic. Milan has at present, a large landing field, with concrete runways. The airport at Nice was disappointing. This port is used only in winter when the tourists are congregated there. The port at Marseilles is about LS miles outside the city and along the sea shore. The road is not good leading to it, and the time necessary to allow from the central part of the city to the port is about one and a half hours. This port, like many of the others in Europe, is really for the military and naval planes, while the civilian planes are allowed to use the port. Marseilles is going to construct a new port in 1930 closer to the city. There is a daily service from Switzerland through France to ^L^rseiIles and on to Barcelona, Spain.

Fares seem not to be based upon actual distance trav- eled, but rather upon the competing railroad first class tares. Thus, from Marseilles to Barcelona by railroad costs about $20 and the running time is about twelve hours, with a stop over at the frontier where the customs and immigration officers look you over. By plane the fare is $24 and the time is two hours. A glance at the map will show how the plane cuts across the sea and runs in a direct line to Barcelona while the railroad must follow the long shore line skirting the northwest corner of the Mediterranean. But, although the runiu'ng time of the plane is only two hours on the time table, that does not tell the whole stor\ , for it will be recalled that the time from .\Lirseilles to the airport is about one and a half iioms more, and at the Barcelona airport there is a like expenditure of time nuining into town over the worst road in Spain. Thus a trip which seems to be but two hours long stretches out into one of five hours.

Some of the services in Spain have been abandoned because of lack of patronage. This seems strange as the railroad service in that country is the worst in the world, and it would be logical to think that people would go by plane rather than suffer the torments of a railroad journey.

If Spain has been abandoning services the opposite

hv

V'30

THK TFc'IlNCXiRAPH

91

is the case with the northern countries of Europe. Ger- many, Holland, Denmark, Norway. Sweden, and Fin- land have all increased their lines, have built or are building better airports, and are making preparations tor night flying.

On returning to the United States it was startling to see how much airport work is in progress. Visits to some of the leading ports which are building revealed the interesting fact that instead of being behind the procession we are now leading it. (^ur new ports are being as well laid out, as well built and as well run as those of Europe.

Variable Wings

'Cnnli'iU'J from Par/c 65)

The wing covering consists of 3-ply veneer doped over with airplane fabric. This covering is attached all along the leading edge with dural piano hinge making possible from that point a free movement of the wing covering along with the understructure of alternate vari- able webs. The piano hinge is itself secured to a half round nose piece of spruce 2^ inches wide, running along the leading edge of the wing.

The designer plans eventually to manufacture a plane in which the wing covering will be taken up and let out at the gap as required by sliding in and out under a tightly overlapping dural strip. It is estimated that the rubber now used to complete the wing covering at the gap need be replaced only two times per year.

In most previous experiments to vary camber the de- signers have been unable to overcome the basic difficulty of insuring sufficient rigidity. Wings have crumpled or not maintained the shape intended because of lack of structural strength.

Queries have been made as to whether the wing when expanded will be able to stand the pressure of sud- denly increased lift. Although only alternate webs sup- port the expanded wing, the webs are placed closeh enough and are designed to bear the load evenly distrib- uted. Movable joints in the variable web structure have been so located after many tests that every point in the web has approximately an equally high load factor.

With an addition of only 30 pounds to the weight of each wing (or 60 pounds to the weight of the plane) Rochcville lias constructed a variable wing which suc- cessfully withstands the Navy high incidence loading, whereby the wings are given 20,000 pounds to support, or five tons for each wing.

Each web of the wing receives 407 pounds of the high incidence wing loading, since each web is placed 12 inches apart. In tests, a load of the full 407 pounds was given to the top curve of the web. although approxi- mately one-third of this load would in flight be carried by the under surface.

Practical demands, however, on each web rarely ex- ceed 75 pounds, leaving a loading of Si) pounds above and 25 pounds below for each web, less what weight is taken off by the considerable lift afforded b\- the trailing edge when deflected.

Friction in the operation of the wing has been re- duced to a minimum so that the pilot may change the wing sections with a turn of his hand. .Natural forces arising from the design of the wing tend to overcome some of the inertia that would seem at first apparent in the mechanical operation of the wing. The vacuum at the top of the airfoil which tends to pull out and hold the wing section into the thick type, is counterbalanced

Analyze a Jenkins

Take a Jenkins Valve apart and analyze it. If it happens to be a Fig. 370, Jenkins Standard Bronze Gate Valve, your analy- sis will show that the valve is made up of nine metal parts, and asbestos packing.

Note first, how the body, which is cast of virgin metal, is designed symmetrically in both transverse and longitudinal sections to assure intimate contact between the gate and seat. Examine the well turned spindle with strong square threading. The sturdy bonnet, packing nut and the care- fully machined wedge.

This simple inspection shows the reasonfor that long, efficient performance for w hich Jenkins are noted— performance so unvary- ingly dependable that engineers have come to accept Jenkins Valves as standard.

Send fir a booklet descriptive of

Jenkins Valves fir any type of

building in which you may be

interested.

JENKINS BROS.

80 White Street . . . New York. NY. 52-1 Atlantic Avenue . . . Boston, Mass. 13} No. Seventh Siieet , Philadelphia, Pa. 646 Washinston Boulevard Chicauo. III.

JENKINS BROS,. LIMITED Moatrcal, Canada London. England

Jenkins

VALVES

Since 1864

02

THK 'I^ia'UNOCRAI'H

Ja

1930

by the opposite pri-ssurc troni the variable trailing edge. Ill addition, the tension from the stretched rubber will oppose the upward pulliiiK effect of the vacuum at the top of the airfoil.

The ailerons attached to the variable trailing edge operate in a normal fashion from the stick, whereas the \ariability of the wing is controlled by a separate lever. .Ailerons arc of the widely used Frise type.

Length overall of the Rocheville experimental mono- plane is 30 ft. 6 in. ; height, 9 ft. ; wing span, 46 ft. ; chord, 7 ft., and wing area, 322 sq. ft. The wing has a total of 144 sq. ft. of expanding surface and 120 sq. ft. of variable trailing edge. The wing is set with three ilegrees dihedral angle and has no sweepback. A Whirl- wind J-5 furnishes the power.

The variable mechanism naturally adds to the com- plexity and cost of construction ; it causes the pilot to watch an additional control, and it adds a slight addi- tional weight to each wing. However, the advantages

G.R.GRUBB e CO

iV ENGRAVEftS ,^d CHAMPAIGN, ILLINOIS.

are distinctly apparent particularly in slower and safer landings. If a pilot makes a forced landing at 23 m.p.h., the dangers are negligible, even though the terrain be rough. On the takeoff, within ten seconds from a stand- ing start on a run of 75 feet or less, the plane vaults into the air. Further, there are the advantages of high cruising speed .... the speed range has been widened. Formerly, it has not appeared advisable to operate at cruising speeds of more than 1 .S times the minimum flight speed.

With less speed required for landing, the flyer stu- dent should master the art more easily.

In case of motor failure on the take-off or a spin resulting from stalling, the variable wing mechanism makes for safety. The form of the wing can be changed instantly for a long gliding range. It is generally known that high lift wings are comparatively dangerous in case of motor failure. The head resistance is so great that the plane has a tendency to descend steeply or fall off on one wing. With the control of the lift within easy reach, the pilot may flatten and thin the wing so as to glide further with a better chance of making a safe landing.

After the loaded ship is in the air and the high lift wing is no longer needed, the thin wing is used to in- crease speed and conserve fuel and increase speed by adjusting the wings to suit different loads and diminish- ing fuel supply. In airplane dusting or in wartime bombing ships, the lifting capacity of the wing may be lessened to suit the changing load. In the case of army bombers as the cargo is dropped and the plane becomes lighter, the pilots may gradually shift the wings toward the thin straight section giving increased speed. When the load is entirely gone the bomber may then speed back to its home port practically as fast as pursuit ships.

Take the Short Cut, Engineers!

Start the Second Semester Riijht with a slide rule. You will see how easy it will be to do your calculations. You'll find that we carry all of the things to make work easv.

KEUFFEL & ESSER'S POLYPHASE

POLYPHASE DUPLEX LOG LOG DUPLEX

We tc'ill also

PRINT YOUR NAME

On the Slide and Case. FREE, for identification

HI Dtlwr cniiiitfciinn tiipplit's can he had al

U. of I. Supply Store

WRIGHT AND GREEN CHAMPAIGN, ILL

J tin limy. I 'AW

THE Tl-:CHNOCRAPH

9J

A ^ew Skysc*raiper iii the

'T'EN Otis Elevators of Signal Control and other types provide Vertical ■■■ Transportation in tlie Sniith-Yoinig-Tower JJuilding. San Antonio, Texas. This strurlure is one of tlie oiitstan<ling oflice buildings of the Southwest and its Vertical Transportation system is fully in keeping with other features of advanced design and construction.

OTIS ELEVATOR COMPANY

OFFICES IN ALL PRINCIPAL CITIES OF THE WORLD

y

94

•iii: 'nx'iiNocRAi'ii

January. IV 30

State Bond Issue

(Cnnlinitnl from I'aijr M))

ami II, the mixture is rather dry. I tried to keep the slump between 1" and 1 '/•;". since this gave the strong- est concrete as indicated by beam tests taken every half- mile, and was still sufficiently \\orkable to be handled easily by the puddlers.

The contractor had a scraper made up of blades shaped to the proper subgrade outline which rolled along on the forms behind the mixer, and was pulled by it. Hehind this they had a scratchci', (see print 10), with points set to the correct depth by the engineer which gave a final check to the subgrade. If this scratcher

Fieiii siwiviti/) mixrr ami trucks at ivork

touched at any point, men with mattocks and shovels scraped the spot till no marks showed. When the mixer moved forward, and the scratcher had been pulled up, several operations went on simultaneously; the longi- tudinal bars were lifted and set in place by templates, (see sketch No. 4), and were painted with heavy motor oil; the 18 gauge, 10 ft. center steel strips were staked down w-ith 10 in. v-shaped spikes; and the 14" trans- verse 4 ft. rods were slipped through holes 5 ft. apart in the center steel and fixed in place by small tin spikes. For a cross-section of the pavement which was construct- ed, see sketch No. 3.

As soon as the concrete was dumped, the puddlers spread it over the subgrade, and tramped it down, while a man on each side spaded between the fresh concrete and the oiled face of the forms so as to obtain a smooth water-proof surface. The results of this last were excel- lent, sometimes as much as a mile of pavement being laid without a patch of honeycomb larger than 2 or 3 in., and those very few in number.

Once placed, the "finishing" operations com- menced. The Lakewood finishing machine which was used, combined two operations into one. It leveled and tamped the surface with a forward and sidewise motion of the squee, and also gave the surface its initial belting with a 10" canvas belt fastened on behind. When mov- ing backward, the belt could be raised to prevent its gouging into the soft surface enough times to remove all places of honeycomb, the head finisher, "Chuck" by name, would bring up his 10 ft. straight-edge on its long handle, and float and pull of the water and mortar which had risen to the surface, at the same time checking the same for waves which might be present due to a settle- ment of a form under the finishing machine. Another man with a small board on a long pole, called a "fl\- swatter," spotted the small stone holes caused by pidling of the mortar. As soon as this was done the two \\ould pull up the second canvas belt, giving it much the same

sidewise motion that the finishing machine did to the first. After a \\-ait, the length of which depended on the temperature of the air. Chuck again would take his straight-edge, and this time scrape off the laitance which had by that time risen to the surface. Then the last belt was pulled forward, leaving the surface in its final state.

As soon as the concrete was set enough to hold its weight without marking the surface, wide canvas sheets, .ihout 10'x24', were placed on it from a "bridge" that rolled along on the forms. This canvas was kept wet continually by sprinkling, so as to prevent exce.ssive evap- oration from the fresh concrete, and thereby reduce the po.ssibilities of checking. In all the pavement laid while I was with them, I do not recollect having seen any hair- checks, nor a bit of scaling.

The day following the pouring, these canvas sheets were taken off the concrete, and calcium chloride applied at the rate of 21/0 lb. per sq. yd. This was done by a three-wheeled sprinkler cart which distributed the chloride very evenly.

Just before the chloride was applied, the mixer in- spector went over the entire previous days' run with another ten-foot straightedge with a vertical handle to check the surface for bumps and waves. If any over 14" were foiuid, the contractor had to grind them off with an emery block. During my time as mixer inspector, I found only one bump, and no waves at all. This was due largely, I think, to the efforts of Mr. Naden, the man in charge of construction, as well as IVIessrs. Ander- son and Empie, who were untiring in their efforts to obtain the best results possible.

A total of 46,135 ft. of pavement was laid in the 48 working days while I was on the job. Construction started on the 27th of June, 1928, and I left on Sep- tember 1st, rain being the cause of so much lost time. This gave an average of 961 ft. a day, with over 1300 ft. on 10 days, and over 1500 ft. on two days. The long- est run was 1527 ft., laid in I2I4 hours actual running time. Another day, 1525 ft. was laid in 12 hours, an average of 127.1 ft. an hour. Data for this day is given in sketch No. 6, which represents a typical page in the mixer inspector's paving notebook.

The joints mentioned in this sketch, or copy, are those described in sketch No. 5, which were specified by the Peoria office in a special order late in July. They were to be included about every 1000 ft., especially at the tops of hills, and the bottoms of depressions. They lost about a half hour of working time, however, on account of the difficulty of shaping the subgrade quickly behind the mixer.

The cro.ss-sections shown on the right hand page of the inspector's note-book, were those which he took from pegs driven alongside the forms about every 250 ft., to determine the thickness of the pavement and thus check up on the scratcher. He first measured from a string down to the subgrade immediately before the concrete was dumped, and then the next day measured down to the surface of the pavement. The Resident Engineer occasionally took "yield tests" by taking sets of readings in the same manner with his transit, only reading every foot across the roadway, and every five ft. longitudinally for 50 ft. ; taking down at the same time, the number of batches of concrete which were used, so as to determine the cement factor, and no. of bbls. of cement used pel' 100 ft. of pavement.

Altogether, I think that this nine mile stretch of concrete pavement will prove to be one of the most acceptable in this district, both from the standpoint of its excellent riding qualities, and because of its durability.

.ftiniiury. 1 9 JO

THE TECHN(^r,R.\l'll

95

some facts about

STOCKHAM (FANTZ TVPB)

RETURN BENDS

THE most impressive proof of how this assembly will with- stand extreme conditions was a recent demonstration in which a bend designed for 5000 pounds pressure at 1000 degrees F. was tested to 23,000 pounds with- out trace of leakage. At this point the test was discontinued because the gauge broke.

We are constantly subjecting our

Patents applied for in the United States and in Argen- tina, Canada. Colombia. Dutch East Indies. England. France. Germany. Halland. Jndia. Italy. Japan. Mexico. Persia. Peru. Poland. Rumania. Trinidad. Vene- zuela. Australia. Dutch fVest Indies and Cuba.

lower pressure bends, completely assembled, joint made with steel stub tubes (w^ithout paste of any kind), to at least four times their working pressure without any difficulty.

Stockham Fantz-Type Return Bends are already installed, or are being installed, in refineries of ten of the largest oil companies in the United States. The results of these tests, w^hich are made under severe working conditions, have ex- ceeded all expectations

STOCKHAM PIPE & FITTINGS CO., Birininsharn, Ala.

Boston. Sew York. Philadelphia. Chicago. Detroit. Houston. Los .-Xngeles

Our Petroleum Division will be glad to answer your inquiries for litera- ture or further information.

^ See us at the Oil Equipment & Engineerinn

Exposition in Los Angeles, March 16 to 23, 1930.

STOCKHAM

(FANTZ-TYPE)

RETURN BEND

THERE IS A STOCKHAM FITTING FOR EVERY OIL REQUIREMENT ELECTRIC CAST STEEL— CAST IRON— MALLEABLE

')(,

'I'lll. 'IKCllNOCRAl'H

.hull

I'^.iO

Television I akcs lo the Air

iCoiiliniuJ from l'j//i- 62)

size, but must be a duplicate in all othc-r respects. It is mounted on a synchronous motor of the same speed as that at the transmitter or supplied with some other means for maintaining synchronous speed. Behind a por- tion of the disc where the pin holes are located is mount- ed a glow-lamp, usually a neon lamp which has the pro- perty of being able to fluctuate in intensity very rapidly when subjected to a varyinsr potential. The glow-lamp

'^^fTTT

Fin. 5 iiiiJ /i—Phntn (ill I'ox aiij hansmilhr JI'KXIO

shines through the pin holes in the disc, and when the disc is revolving, a field of light is formed. In the so- called "peep hole" receiver the person viewing the re- ceived picture looks into a small aperture shown in fig- ure 7 on the right hand unit. However, the projection of the image on the screen is far more desirable, and rather easily accomplished by using a glow-lamp with a point source and a condensing lens in back of the disc and a focusing lens in front of the disc. In this way an image twelve by fourteen inches is easily obtained, enabling a dozen or more people to view the image. The receiver in figure 8 is one of this type.

Rriefly the image transmission is summarized as fol- lows:

The arc light sends a beam of light tlirough the re- volving disc, and at any given instant a certain amount of light is reflected from the subject being transmitted into the photo-cells. The photo-sensitive surface emits a number of electrons proportional to the light intensity, and this gives rise to a current, the strength of which is also proportional to the reflected light intensity. This current intensity is amplified and finalh' impressed upon the grid of the modulator tubes \\hich in turn modu- late the oscilator output in proportion to the amount of reflected light. Therefore, the oscillator puts out a radio signal, the strength of which is proportional to the light reflected from the particular portion of the subject upon which the light beam falls at a given instant. As the beam travels across the subject due to the revolving of the disc, varying amounts of light are reflected and con- sequently the output of the transmitter varies in ampli- tude with the intensity of the reflected light.

The receiver picks up the radio signal, rectifies and amplifies it. the fluctuation or instantaneous intensities still being in proportion to the reflected light. The re- ceiver output varies the intensity of the neon glow-lamp in proportion to this reflected light. Ry revolving the receiving disc at synchronous speed with that at the transmitter and at the same time maintaining both discs

at tile same jiosition relative to the framing devices, the reflected light intensities at the transmitter are repro- duced at the corresponding disc positions at the receiver. With the discs rotating at a speed of 900 r.p.m. the entire field of light caused by the discs will be scamied 900 times per minute or fifteen times per second producing fifteen complete pictures per second. Due to the reten- tivity of the human eye, the image will appear continu- ously as in motion picture projection.

Thus the actual television set-up consists of special radio eqiu'pment with a iew additional pieces of appara- tus which are comparatively simple in construction, al- though somewhat more complicated in theory.

Picture transmission up to this time has been limited to studio work, including close up views of artists and speakers, and larger views of orchestras, boxing matches, piano solos, etc. There is naturally a sacrifice of some definition for the larger images, and at present experi- ments with scanning methods are being conducted to improve upon this condition.

Considerable work has been done with the single cell pickup which consists of a large photo-cell with one stage of shield-grid amplification contained in a box and arranged so as to be portable. This may be moved to any desired position in the studio, and several are often used simultaneously for particular effects desired.

A few words may be said regarding the development of the three important essentials of television, the photo- electric cell, the glow-lamp, and the scanning disc.

Since the invention of the photo-electric cell by Pro- fessor Kimz of the Physics Department several years ago, vast improvements ha\e been made. Much of this

S—S/.,-n„l

n full' 1 1 I'll!

has taken place at the University of Illinois. Prof. Kun.'. and Prof. Knipp of the Physics Department, Prof. Tyk- ociner of the Department of Electrical Engineering, and L. P. (larner, a research assistant for several years in both Physics and Electrical Engineering Departments .ind now engineer for the Western Television Corpor- ation, have been to a large extent responsible for these drxelopments. Mr. Garner has constructed what are be- lie\ed to be the largest photo-electric cells e\er made.

h:,nwry. 1930

THK TFCHNOC^RAl'll

97

t^ounding a new production note for 1939

with

TIMKBN ^^ BEARING EQUIPPED

The new year will put operating and produc- tion costs on a new low level in many plants — with Timken-equipped machinery.

For industry has found the one bearing that does all things well . . . TIMKEN . . . with its exclusive, wear-defying, cost-cutting com- bination of Timken tapered construction, Timken POSITIVELY ALIGNED ROLLS and Timken steel.

And in future years, when the responsibility for continued progress rests on the shoulders of the student engineers of today, "Timken Bearing Equipped" will still be one of the most potent weapons with which to fight waste and inefficiency.

A systematic study of Timken possibilities in all types of machinery will well repay the student engineer.

THE TIMKEN ROLLER BEARING CO.

CANTON.

OHIO

irniMii^iiKi

ROLLER BEARINGS

98

'rnK 'nx'iiNocRAi'n

J (in I.

I'JJI)

Thi'si' wiTi- used at the 1928 Electrical Show. Since leaving Illinois, Mr. Garner has devoted further time to cell development and has also developed a point source neon glow-lamp tor projecting purposes.

The disc development has been accomplished by U. A. Canabria, inventor and veteran television e.xperimen-

and residents of Champaign and Urbana.

From all indications television is approaching a con- crete and practical form which will gradually succumb to developments until the dreams of some of the early experimenters and enthusiasts are at least, partially real- ized. With the installation of the first permanent tele- vision broadcast station, television receivers and equip- ment will be placed on the market, and it is to be hoped that the public will receive this new development sym- patheticalh' and with some consideration of the diffi- cult problems which have been encountered in its devel- opment. Television development will need the service of the amateur just as radio has needed him ; may he come to its aid as willingly as he responded to the romance of radio.

Fit/. 7 — Com

ndn/iti-d fnr

ter, who has been working for several years improving scanning methods. Recently he has developed a triple- spiral lens scanner for use in projection upon large screens.

The new Daily Xnvs installation is being designed in part by W. N. Parker '28, who was the instigator of the television demonstration of the 1928 Electrical Show which met with considerable enthusiasm among students

Machine Design

I C'lnlirnir.l from Paqc 6-t I viously performed on the piece are often nullified because of distortion.

Welding, which has had important applications re- cently in structural design and numerous other fields, does not yet seem to have any application of note in the design of machine tool frames.

The two industrial expositions mentioned in the fore- going discussion, one bringing attention to the new group of alloys made available by modern engineering research, the other illustrating many outstanding devel- opments in the design of machine tools, were remarkable demonstrations of progress in machine design which has been made in answer to the demands of industry for high-production equipment.

4-0^/^

L-^-'^M-jA.-i

STANDARD BY WHICH QUALITY IS JUDGED in all forms of

RUBBER INSULATED WIRE and CABLE

VARNISHED CAMBRIC WIRE andCABLE

IMPREGNATED PAPER CABLE

AND TAPES

anufaciured,

^ Okonite Compai koniteCallender CabI

SOI FIFTH AVENUE, NEW YORK,- N.Y.

Index to Advertisers

Allis Chalmers 82

American Engineering Company 86

Bailey Meter Co 90

Rell Telephone 84

Crane Inside Front Coiur

How Chemical Co 87

Cieneral Electric Back Cofer

(Jriibb 92

Ingersoll-Rand Inside Back Cover- Jenkins Bros 91

Koehring Co 89

New Departure 100

Okonite 98

Otis Elevator 93

Ransome Concrete 77

Reading Iron Co 83

Real Co-Op 54

Stockham Pipe & Fittings 95

Sullivan 53

Taylor Instruments 82

Tim ken 97

r. of 1. Supply Store 92

I'liion Carbide Co 99

VVestinghousc 75

1030

THE TKCHX'OCJKAI'H

99

OXWELDING PROVED BY TEST

Oxwelded pressure vessels constitute an outstanding example of the results which can be obtained through intelligent application of the oxy-acetylene process. Introduction of oxy-acetylene welding into the pro- duction of large pressure vessels has resulted in in- creased dependability, and noteworthy contributions to the knowledge of the best methods of design.

Never before has it been possible to test full size pressure vessels actually to destruction. With oxwelded construction, however, it has been possible to test each design until the plate itself failed and to correct any weaknesses discovered in design or materials. Test pressures of three times the working pressure are standard for oxwelded pressure vessels.

From time to time the oxy-acetylene industry is in the market for technically trained men. It ofFers splendid opportunities for advancement.

E. J. W. EGGER, Resident Engineer,

Stevens Institute of Technology 1921

Three Letter Man

Football 3 years Basketball 4 years Baseball 3 years

W. S. WALKER Development Engineer, Engineering Depl.

University of Wisconsin '26 Football 2 years Wrestling 2 years Honorary Society Psi Upsilon Fraternity

rOne of a series of advertisementsY

*j featuring College men serving y*

this industry.

The Linde Air Products Company — The Prest-O-Lite Company, Inc. — Oxweld Acetylene

Company — Union Carbide Sales Company — Manufacturers of supplies and equipment for

oxy-acetylene welding and cutting — Units of

UNION CARBIDE AND CARBON CORPORATION

30 East 42ncl Street

m^

New York, N. Y.

100

THK 'IKCHNOCRAPH

J(inu/ir\'. /V.i^'

\

/ C

The Sphere is Nature's Favorite Form

IT has only one (linieiision^ is the only form that rolls ill any direction with e((nal facility, is the most compact and strongest.

In the New Departure Ball Bearing man has capitalized on nature^s infallihie wisdom and has developed the most siiccessfnl anti-friction device.

The New^ Departnre steel hall evolves from spe- cial analysis wire (A), is "headed" into its first rough form (B), rough gronnd (C), finish ground (D), lapped (E), cleaned and polished (F) to a brilliant, smooth surface, to absolute sphericity and greater precision in dimension than any other com- mercial product.

These bails, between raceways of equal quality, finisli and precision, become superior fighters of friction losses and preservers of mechanical pre- cision in industrial service.

The New Departure Manufacturing Company, Bristol, Connecticut; Detroit. Chicago, San Francisco.

NEW DEPARTURE

BALL BEARINGS

^ OF THE 'V

STEEL BALL

1221

UP FROM THE OXCART

JOIN US IN THE GENERAL ELECTRIC HOUR, BROADCAST EVERY SATURDAY AT 9 P.M., E.S.T. ON A NATION-WIDE i N.B.C. NETWORK,

GENERAL ELECTMC

GENERAL

ELECTRIC

"Acceleration, rather than structural changes, is the key to an understanding ot our recent economic develop- ments."— From the report ot President Hoover's Committee on Recent Economic Changes

V ESTERDAY, the rumble, creak, and plod of cart and oxen. To-day and to-morrow the zoom of airplanes. Faster production. Faster consumption. Faster communication.

Significant of electricity's part in the modern speeding-up process is the fact that during the last seven years, con- sumption of electric power increased three and one-half times as fast as population.

General Electric and its subsidiaries have developed and built much of the larger apparatus that generates this power as well as the apparatus which utilizes it in industry and in the home.

The college-trained men who come every year to General Electric take a responsible part in the planning, production, and distribution of electric products, and at the same time receive further technical or business training.

9')-734DH COMPANY. SCHENECTADY. NEW YORK

r^'

in^tei^ oi {^s^e

for iT^urcb) 1930

er^Pir^pe^irjjl cc7lle9e nvjao/azir^es associated

18 5 5

SEVENTY-FIFTH

ANNIVERSARY

19 3 0

Watering 87,000 horses

Oil 1 lorscshoc Lake near Oklahoma City, in a businesslike, compact building, 87,000 horses (tiguratively speaking) are stabled . . . nearly three lor every tamily in Oklahoma City. For with the completion ot a new unit ot the Oklahoma (ias iSc Electric Company's power station at this point, the total generating capacity was raised Irom 46,930 to 87,1 30 horsepower.

To keep these "horses" up to full working condition, and do it cheaply as possible, is no small job. Just the water required is 86,400,000 gallons daily, the ec]uivalent ot eiglit days' supply tor Oklahoma City.

I'he new generating unit was made necessary by the expan- sion of industrial activity throughout Oklahoma and partic- ularly by the increased use ot electric power by the oil industry. For it, improved valves, fittings and piping, so vital to etiicient and economical power production, were supplied by Crane Co. Thus in these modern times does progress in one industry bring progress in another.

No matter what branch ot engineering you enter atter graduation, you are likely to tind Crane piping materials essential tools ot vour profession. In the Crane book, "Pioneering in Science," is told the story ot Crane research in metallurgy, with important scientific data and high pressure and temperature curves. A copy will be valuable for reference. Let us send you one.

*CRAN E

PIPING MATERIALS TO CONVEY AND CONTROL STEAM, LIQUIDS, OIL, GAS, CHEMICALS

CRANE CO , GENERAL OFFICES: 836 S. MICHIGAN AVE . CHICAGO

NEW YORK OFFICES: 23 W. 44th STREET

Bratichn ar.A Sain Officn in (he Hundred and \inrty Ones

I

^K Fitlingi

ninnh. 1930

TFIi: TKCHNCK^RAI'Il

101,

Balanced Angle Compressors cut costs

on 81%

of

Industry's

Lubricants

Where oil is refined for 81% of America's machinery builders — these distinctive Sullivan Compressors help leaders in the oil industry

COMPRESSED air is vital to the oil industry.

Air activates sludge, pumps oil, and does other tasks — in making cleaner and smoother lubricants.

Obviously, in the oil industry, the cost of compressed air is important. Air Com- pressors are not selected by habit, but by investigation.

As a result, refiners of lubricants for 8i% of America's metal working plants — now use Balanced Angle Compressors.

You, too, will buy Balanced Angle Compressors when you know them. For they supply compressed air for less money in power, maintenance, and floor space, than any other compressor.

There are specific reasons why Leaders in Every Industry depend on Balanced Angle Compressors. Let us tell you the complete story.

Sullivan Compressor capacities are 6S to 5100 cii.ft. per min.

Send for Catalog 8 3- J

U Ij-±- IVAN

Sullivan Machinery Company

815 Wrif^ley Bids-, Chicago, U. S. A. Offices in all principal cities of the world

,102 Tin; 'J'la'llNOCKAI'll March. 1930

Illinois' Only ('o-opeiative Book Stores

Service to The Engineers of Illinois

I

These two stores have a hobby of cater- ing to the needs of the Engineer. The things }ou use e\er\ day are here in great abundance and you save by get- ting all your books and supplies where di\ idends are paid you in proportion to what you spend.

Get the Co-operati\ e habit. For every dollar you spend part is returned to vou in cash.

SOUTH I ||[the students' supply stores! 11^ EAST

MATHEWS 1 lljU^^«l«i-»^^ ^1^'%^ \J% DANIEL

Illinois' Only (' n-nprrative liookstores ON THE BONEYARD 1-2 BLOCK FROM CAMPUS

Mnrrh. 1930

THi: Ti:CHXOr,RAPH

103

The TECHNOGRAPH

fNIVERSITV OF ILLINOIS Membir 0/ llie Enyineering College Magazines Associalid

Volume XLIV

March, 1930

Contents for March

Markham Yarci 103

D. J. Bnimley

The Trail I p Popocatepetl.

Don Johns/one

.107 .109

Persian Tilcworlc of the Saracenic Period

Otis H'inn

Tlie Talking Ream 1 1 '

//. A. ll'rnzel

The Problem of Mine Illumination 1 1 J

(;. If. Fctt

Railroad Signalling ' '-^

Joe 7'iff/iny

Editorial 'IS

Alumni Notes , 1-'^

Once Overs ' —

Contemporary Engineering News '-"t

Index to Advertisers '"^^^

Members of the Enniiieeriiiii Collciic Maiia:ines Associated Chairman: Willard V. Merrihue. 1 River Koad. Schenectady. N. Y.

Armour Engineer

The Iowa Transit

Iowa Engineer

Colorado Engineer

Nebraska Blue Print

Siblev Journal of Engineering

Rose Technic

Michigan Technic

The Ohio Stale Engineer

The Pennsylvania Triangle

Purdue Engineer

Oregon State Technical Rccoril

Miiniesota Techno-l.ou Wisconsin Engineer _ Tech Engineering .N'ews Cornell Civil Engineer Kansas State Engineer Princeton E. A. News Letter The Technograph Penn State Engineer Kansas Engineer Marquette Engineer Auhurn Engineer

Published quarterly by the Illini Publishing Compam-. Entered as second-class matter. Oclober .10. 1921.

at the post office .at Urbana. Illinois. Office 213 EnRineemig Hall. I rbana. Illinois.

Subscriptions $l.nn per year. Single copy. 30 cents

1114

iii- '1'ix-ii\()(;r.\i'ii

iMwrh. 1930

March. 1930

THI-: techx{)(;r.\i>h

105

The Technogp^

Published Quarterly by the Students of the College of Engineering— University of Illinois

Volume XLIV

Urbana, March, 1930

Markham Yard

p. Joseph 15ri Mi.E'i'. c.e. '.^1

THE de\clopinent of Markham yard has involved many years planning. The yard was built in ac- cordance with the fact that the handling of business in a terminal as large as that of the Illinois Central at Chicago requires not only excellent supervision but also a yard large enough and with supplementary yards con- \enicnt enough to avoid congestion or delay.

Lp to 1907 no indication of congestion in yard facili- ties on the terminal had arisen. The yards existing at Burnside, Lower Wildwood. Fordham, and South Water Street would soon reach their limits, however, due to lack of room for expansion.

In August 1907, tentati\'e plans were developed for a yard to be constructed at the present site of Markham yard, but after a thorough analysis of the cost, the matter was laid aside temporarily.

The volume of business, however, increased very rapidly, the climax being reached during the early part of the World War. This made a new yard necessary and authority and appropriation was made for what is now Markham \ard.

Kli-ilr'u Car R,ltirJ,r

An appointed committee studied tiic general la>nut of similar yards, volume and class of business handled, requirements in the way of receiving, classification, and departure yards, the mechanical facilities and transfer facilities as well as the facilities provided for repairing '■ars.

One of the most important features in a hump yard

is, of course, the various grades on which the tracks, particularly the hump, are built. It required considerable calculation to develop suitable grades for weighing and classifying cars.

The very latest methods of handling cinders and coal

^

1 tj^H

Siuilili Oiralor To'v.ir

were investigated and a study made of the methods and machinery used in repairing locomotives.

The site selected, comprising about 400 acres lying east of the right-of-way and extemiing for three miles between Harvey and Homewood, offered almost all of the desired features. This land was practically vacant, with few streets, and with the exception of a few acres within village limits was purchased as acreage property. The tract was far enough south to offer a satisfactory

1 1 If)

'lli: 'ITCIIXOCRAl'

M„r,ii. i^r^o

trrminal tor the cliaii;;^ from sti-am power from the south to ck-ctric into the city. Tlie natural rise is 50 feet from one end to the other, thus reducing the ^radin^ requirements of the north-bound section of the \ard. Since most south-bound trains from the yard ha\e less tonnage than the enterinp; north-bound trains, the

Box Car O-vrr Soulli-hiiund lliiml'

gradients of the south-bound unit could be increased over those of the north-bound. Another good feature is that it lies south of the interchange points with other railroads entering Chicago.

The total fill for grading amounted to a|ipro\imately 4.()()0,000 cubic yards. The fill at the north end was increased by grade separation. The maximum height of fill was at the humps — a 27-foot bank in the north-bound and a 30-foot bank in the south-bound section. Sand was fir.st taken from a borrow pit a mile east of the yard, but later was secured from the dunes near Miller, Indiana. Considerable material was obtained from industrial plants in and around Chicago as refuse. The maximum gradient in the north-bound section, aside from the hump is 0.33 per cent, caused by the elevated main tracks at Harvey. The maximum gradient in the south-bound section is 0.55 per cent, approaching the main tracks at Homewood.

Markham yard consists of receiving, classifying, and departure units for north and south-bound movements. In addition, a 60-stall engine terminal with supplemental machine shops has been constructed. Also half of a 1,000- car repair yard, the lavout being so designed that it permits of the location of modern icing facilities, a iess-than-carload transfer yard with a 700-foot transfer platform. The north-bound receiving unit consists of 20 tracks, 14 of which are in. These vary in capacity from ')(! to 1 10 cars. The ultimate capacity will be 1.660 cars. These tracks are divided into groups of ten spaced 13.~i feet center to center with a 19-foot space between groups. Immediately adjoining this yard on the west is a grid of five tracks called the re-humper yard, for cars which have come from the south-bound classification unit, but which must be reclassified in the north-bound yard for

jiortluuii comiections. Each of the tracks in this \ai(l has a capacity of 40 cars.

From this \ard and the north-bound receiving yard cars are sent o\er the hump into the north-bound classifi- cation yard where there are 60 main classification tracks, each holding from 20 to 40 cars. Twenty of these tracks are assigned for cars for connecting lines; thirteen tracks for the various industrial districts located on the Illinois Central in the Chicago terminal district; six tracks for commercial coal ; five tracks for company coal and other company material ; one track for bad-order loads for transfer and adjustment; and one track for through cars west on the Illinois Central. The remaining 15 tracks are being used for classifying cars for the downtown ti-rminals.

In atlditioii, there is a grid of thirteen short tracks 1(11- reclassifying commercial coal, two grain inspection ti.icks, two light repair tracks, and a lead into the car lepair "hold" yard. The main classification tracks are divided into groups of ten, with a ladder for each group at the hump end and a separate ladder for each five tracks at the lower end. This layout was made necessary be- cause of property limitations which necessitated also the use of ten-degree curves in connecting up the ladder tracks with the lead. The total capacity of the north- bound classification yard is 2,572 cars.

The north-bound departure yard, lying immediately north of the classification yard, consists at present of ten 80-car tracks, one-half of the total planned trackage. Caboose tracks have been located so that cabooses dropped from south-boiuid trains can be readily picked up and connected to those moving northward. A complete air- testing plant has been installed to test and charge train air-lines before trains are forwarded.

The soLith-boimd imits of Markham yard are similar to those of the north-bound, the difference being the number and length of tracks provided. The receiving yard at present consists of twelve tracks with space for 1,023 cars with an ultimate capacity of 1,694 cars on 20 tracks. There are 42 classifications in the classification yard to 60 in the north-bound classification yard. These tracks have capacities ranging from 20 to 60 cars and a total capacity of 1,623 cars. The south-bound departure yard consists of 10 tracks, each with a capacity of 110 to 120 cars, although plans for the ultimate con-

\,„ll: Y,uJ Of:,,-

dditioi

tracks

make the cnpacitx'

struction of 1,718 cars.

Thoroughfare tracks have been provided throughout the yard for the movement of locomotives to and from the terminal where the round house is located, known as the engine terminal.

At the time this yard was decided upon the most ICon/iiiuiJ on Paijc UO)

M,ir,h. I'J.U)

THi: TF.CHNOdRAI'H

107

Popocaleprtl as seen from our <ainp al Tluniacui

■d from Ihf slo/>is of I'npo

The Trail Up Popocatepetl

Dux JOHNSTONE, C.C. M

T

HI" ad\ fiituif I longed most to haw in was that of climbing Popocatepetl \olcai

M(

when the\' told me it was doubly difficult in August on account of the snow, I was more anxious than ever for the trip. With Calvo, a IVIexican friend, I set out one Friday evening from Mexico Cit\' for Amecameca, which is the starting point for trips to the volcanoes. We spent the night there and on Saturday' morning were ready for the climb.

Calvo and I had made arrangements previously foi' guides, and about 7 o'clock they met iis with horses and a mule for our equipment. We made the round of the market, buying chocolate, sugar, lemons, and other food, and within an hour were on our way.

The trail led sharply upward almost from the start. Part of the time it was only the bed of a narrow, deep gulh ; at other times it was a ribbon hanging on the eilge of the mountains. In some places we were forced to dismount and lead our horses, so steep did it become. Within two hours we had passed above the \egetation of the temperate zone, and were surrounded with pines and evergreens.

The morning had been cloudle.ss. but as happens every tia\' during the summer, clou<ls soon began to gather, and from time to time the\ enveloped us, leaving the trees dripping and chilling us to the bone. The sun, however, was so w-arm that we were forced to alternatch bundle up and take off our coats the rest of the trip.

We had lunch after about four hours, by the side ot .1 snow-fed stream, tilled our canteens, and by 2 o'clock had reached Tlamacas. While the guides made camp, Calvo and I went out hunting. We followed the edge of a ravine for an hour or more, hoping to find deer, but we had no success, although we knew they were plentiful. There are mountain cats at Tlamacas, too, but it reiiuires a day or more to hunt them.

A couple of shots, fired for luck, brought shouts. A few moments later we came upon Realer, an American friend of mine, who had followed us out and was going to make the climb with us. It was fortunate he arrived, for without him 1 would never have been able to rc.ich the top.

1 he tent was up and a good fire going when we got back. We told the guides we had killed some rabbits, and tried to get them to go down the ravine for them, but they had met Americans before. So they stayed in camp.

We were advised to eat heavih- that day, so that we would be prepared to go without food during the final climb. We had brought along a chicken, which we roasted over the fire, and proceeded to follow the advice by making way with it, a half dozen loaves of pulque- leavened bread, and a quantity of eggs and fruit.

After dinner it started to rain. The guides, with wonderful foresight, had built the fire just in the proper position for the smoke to fill the tent, so inside it was quite pleasant. Pretty soon they followed us in, bringing an earthen jar full of a tea they had made by steeping the leaves of a bush growing nearby in water. They had it highly flavored with sugar and a little whiskey, and it tasted not unlike catnip.

There were six of lis to sleep in the tent. We spread the raincoats down, covered them with blankets, and disposed ourselves as best we coidd.

The four Mexicans snored beautifullv. I stayed awake and listened. With the combination of lack of pillows, rain coming in, extreme colli, ,ind the cramped position in which we were forced to lie sleep was almost out of the question.

.About 3 we weie up. lioping to get an early stait. but it was after 5 when we were finally ready.

I was wearing hiking pants, wool socks and three khaki shirts. I put on a raincoat, and over this threw a wool blanket, fastening it arouTuI niv neck. A half vard of flannel wrappe<l about each hand and tucked up my sleeve served in place of gloves. I wanted m\- fingers free for using a camera.

It was still dark, and for a halt an hour we picked our way up a steep slope, stumbling over stumps and logs. Piesently we came to a gully, cut through the lava by snow water from the volcano, anil there we had to wait for daylight. We picked our way down its side slowly, digging our pikes into the ground to keep from slipping. There was another gully a little further on, and then

108

THK Ti;c;H.\()(;k.\i'ii

M,„,li. H/30

for an hour \vc cro.ssfil a ticKi ot lava, curiously traced with water courses.

The sun was fully up by the time we reached the snow line. Above us, the remaining mile of Popo's white height glistened; to the north its twin volcano, I.xtac- cihuatl, stood wrapped in clouds; 100 miles south we could see the snow cap of (Orizaba, and to the west Pope fell away to the clouds below, that seemed like the sea at the edge of the world.

The rarity of the air already was beginning to affect us. We maiie frequent halts to regain oiu' breath. There was another peculiar effect; although none of us had eaten breakfast we felt no hunger after two hours strenuous walking, and a few limes and prunes served us for the rest of the day. During one halt we put on our spikes, and soon the climb through the snoW began.

Thwuini/ snoii' forms many sir each aftn

':s like this in llic lava

Popo's summit is 18,000 feet above sea le\el. The last two-thirds mile of its height is snow covered, with the exception of about 100 yards near the crater, where the warmth is too great. During this snow covered stretch, the .slope is between 35 and 45 degrees — that is, a rise of almost a foot for every horizontal foot.

It was impossible to go more than thirty or forty steps without a rest. And each succeeding time the rest came after a shorter interval. Healer was the first to give out. He went down in the snow before we had reached the half way mark, and we feared for a while he would be vmablc to continue. However, he .seemed to gain second wind, and for the next half hour led the party.

I was next to give out. I had never felt such fatigue before. M\' heart was going like a triphammer, and when 1 would sit down to rest I found m\self wanting

to go to sleep. M>' legs seemed scarcely a part of my body, so difficult was it to make them move. Healer was tired again, too, and we sent Calvo ahead with one of the guides. He was accustomed to high altitudes and did not

Inlrrior (ourt of ancient Maya ruins in soulhern Mexiici Approximate dale 500 I. I).

suffer so much fatigue, and it seemed a pity for us to hold him back.

We had given up hope of reaching the top. There remained a two hours' climb, and occasion gusts of sul- |ihur fumes warned us of what we would have to com- bat as we neared the crater. Our plan was to rest con- siderably, and then go ahead as far as we could before returning.

It was here that the food v.'c carried came into pla\'. Each of us squeezed the juice of a lime on a large lump of sugar and sucked it slowly. We had tried to eat chocolate, but it made us sick, and the lime seemed to ha\e no such effect. The rest and food combined soon enabled us to start on again, and we went for an hour — five, six steps, then rest.

Calvo and his guide had long been out of sight, but now we heard them shout, and soon coidd see them through the smoke at the top. They had reached the crater and were returning. We met in a few moments (the down trip is very rapid), and the fact that they had made it cheered us on. An hour remained for us — the hardest of the journey.

It was 12 o'clock wlien we finallv flung ourseh'es

I'aiaJe of Maya temple, an eniiiiierriiiii tu Inci, mnil of 1500 Years .hjo

forward on tlie liot, damp Ia\a antl woiked our wa.\'

cautiously to the edge of the crater. We were wrapped

In clouds, and In front of us thick smoke rose from un-

(ContinueJ on Page 144)

Mnrrh. 1930

THE TF.CHXOCRAPH

inQ

Prrsian Slar-s/iaped Tiles ll.il/i iind Hlli Crnliir

Persian Tilework of the Saracenic Period

Oiis VViXN. arch. '20 Jlinutt Riikcr Prize Crmi f'ctit'inu

w

HEX one thinks of beautiful tile work, that mysterious and interesting countr\' of Persia is brought to mind, and when one thinks of Persia, the thought is usually colored by the bcaut\' and bril- liance of this tilework. The two are inseparable. It is Persia's big bid for fame and it is enough.

Long before the Persians existed, highly developed ceramic industries were being carried on in other parts of the world, especially in Egypt along the Nile and in the Tigris-Euphrates Basin. It was the Persians, how- ever, who having borrowed the art from their neighbors, Assyrians and Babylonians, developed it and preserved it when the older nations fell into decay. It was the ancient Persians, however, who pa.ssed the secrets down to the Saracens when that horde of religious swordsmen swept the country and spread over the greater part of the known world. Among other things which the Saracens spread by their great influence was the lo\e for and art of producing ceramic products.

Persian history divides itself naturally into three separate and distinct periods; the Achaemenian, the Sassanid and the Saracenic.

As the successful armies of the Persian kings con- quered new lands, added wealth poured into the country, and as a natural consequence living pa.s.sed into a more luxvirious state. The arts were encouraged, and many fine buildings were erected. These buildings, to a great extent, were the marvelous palaces of the monarchs. In a manner similar to the Assyrian palaces, the Persian palaces of this period were built upon great platforms and approached by grand flights of steps.

"The elements of which the palace group was com- posed, consisted of the propylaeum, or formal entrance ^ate ; the regal apartments (dwelling place of the king and his minister) ; the open hypost\le audience hall; the harem and the fire-altar." Great palaces of this type were built at Persepolis and at Susa by Darius and Xerxes. The ruins at these cities and especially the wonderful tile fragments known as the Lions Frieze and the Archers Frieze, excavated by Dieulafoy and now in the Louvre, Paris, testify to the quality of work that

was being done b\- these Persians. Since the Persians were so closely associated with the Assyrians and Baby- lonians, it is not surprising that these fragments should bear strong resemblance to their ceramics products. The figures are in low relief and are rythmatically spotted upon the enameled brick facing of the wall. The color scheme is, in general, the same as the Assyrians employed.

Prrsian Tilts (13lh and Ulli CnturifS)

In the case of the Lions Frieze, the colors iiseil upon the figures are tan or buff for the dominant note, set with more brilliant spots of yellow, red, blue, brown, and green, indicating the muscles and niaine.

In the Archers Frieze, the garments of some of the figures are white relieved with blue or yellow spots, others are blue-gray with white rosettes, still others are yellow with blue rosettes. The skin is brown and the shoes are yellow. The dominating color, however, is blue-green, which is the color of the enameled brick ground.

Both of these examples indicate a highly developed state of civilization. These are truly marvelous ex- amples of Ceramic work, and the industry which created

no

THE TKCHXOCJRAl'll

Alanh. I '^311

them must have produced m:iuy otlicrs of a liijih (le;;ree of excellence.

After the fall of the old empire at the hands of tlic Macedonians, the Ceramic industry along with the other industries of the country suffered a great decline. It is true that some clay work was done, but it was of a cruder

sort. Their wealth was gone and with it went the products of the arts. Crude brick work and ordinary pottery remained, but the industry that produced the marvelous tiles was lost and was not regained through all the years in which Persia was being ruled by foreigners until the coming of the Saracens.

From 333 B. C. to 644 A. D. is a long time, and the country of the Persians was under many different rules during it. The Alexandrian. Parthian and Sassanian periods followed in order. Each had its measure of success and prosperity or lack of it, but none compared with the elorv of old Persia. The Sassanians were, in a way, more productive than the others in that they did build a great deal. But their work was of a very in- ferior nature as compared with the wonderful colored and enameled brick work of the Achaemein'an period. They employed the principles of the arcuated forms and

ichc'd uKirc upon the excellence of their mortar than updii tluir masonry skill to hold their great walls, arches and domes in place.

This is in brief, a story of Persian ceramics before the coming of the Saracens in 644 A. D. By it I wish to indicate that the industry of ceramics is native to Persia, and that the marvelous ccrmaic products of the Saracens were developed naturally here and not imposed upon the countr\' by a foreign race. The wonderful cla\' deposits, abundant wood for heating and fuseing, and the brilliant sun under which they dried many of their bricks are all native to Persia. From the time of tlieir creation under Cyrus, the Persians have always used cia\' in a greater or lesser degree in .some way or .inothei'. It has always been in the life and blood of the country, and while the Saracens did develop the art far beyond that of any of the nations before them or since, it was the Persians who first taught them the funda- mental principles.

The Saracens were most responsive students. It is the general impression that they were a wild and bar- barous race and did not contribute anything of value to civilization except possibly their ceramic products. Such is not the case, however.

Besides this contribution in Ceramics, the Arabians made great strides in mathematics, astronomy and chem- istry. "In mathematics, the Arabs building upon (ireek foimdations, became famous ; the Arabic ninnerals, the use of decimal notation and algebiw are prominent among their contributions. Although they did not add much to Euclid, they further developed spherical trigonometry in- venting the sine, tangent and cotangent. In physics, they invented the pendulum and studied its laws and did distinguished work in optics ; they advanced astrono- my and made substantial progress in the development of astronomical instruments. In medicine they made great advances over the work of the Greeks; studied physiology and hygiene ; understood the use of ana- esthetics and developed a "materia medica" very similar to our own. While western Europe was still resorting to magic and trusting in miracles, the Saracens had a real science of medicine."

"Like-wise in chemistry, which of course, came out of alchemy, they made a wonderful start, discovering many new substances, like alcohol, potash, nitrate of silver, nitric and sulphuric acid. In manufacturers the\' ex- celled the world of their day working in gold, silver, copper, bronze, iron, and steel. Damascus and Toledo (Spain) are to this day famous for their fine blades; Cordova for her fine leathers. Their textiles have not been excelled. They made a good grade of paper by means of which the book-copying industries of Alexan- dria, Damascus, Cairo, and Bagdad made possible the dissemination of knowledge before the invention of printing. They knew the secrets of dyeing and how to make sugar from cane. Farming they practiced in a scientific way, developing good systems of irrigation and the use of fertilizers. They understood the principles of grafting and plant-breeding; produced new varieties of fruits and flowers and wrote scientific treatsies in Agri- culture."

It is true that their sword was a mighty aid in the spreading of their religion but wherever they settled, prosperity followed. They were nothing if not religious, and their architecture is as perfect a mirror of the Mohammedan religion as the French-Gothic is of the Catholic religion.

The fatalistic element in their religion permiated their philosophy of life and caused them to live and build for the present without fear or anticipation for an> (Conlhiued on Page 12S)

March. 1930

THE TECHNOGRAPH

111

The Talking Beam

H. A. Wexzeli., c.e. '.iO

HAVE you ever heard the light from a match, or the ripple in a direct current generator, or a beam of light? An apparatus capable of con- verting variations of light intensity into sound was de- veloped and demonstrated several years ago by Mr. Taylor of the (jeneral Electric Company. The author, in conjunction with S. Weissman and D. H. Smith, has constructed a similar apparatus in the electrical research course, E. E. 71. This device may be seen in the third illustration. When in use, the beam of light from the transmitter is directed through the section of pipe seen on the right end, the pipe acting as a screen for stray light. The secret of reproduction is the light sensitive photo- electric cell, which is located in the upper right hand corner of the copper shield, just at the end of the pipe. A rectangular opening in the shield, to the right of the cell, allows the light beam to fall upon it.

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So 60 7o Vo /f a c.

A closer view shows that the photo-electric cell is made by mounting two special electrodes in a standard UX 199 type bulb. The darker of the two cells, on the left in the illustration, is the gas-filled type which pro- duces a larger current than the other, or vacuum type. Their internal construction is the same; a half cylinder coated with a light sensitive siibstance being the cathode, and a straight bare wire, the anode. The standard base faciliates mounting and makes replacement simple.

Refering now to the current-voltage curves for the photo-electric cells, the difference bet\veen them is at once apparent. The current of the gas-filled cell increases more rapidly than that of the vacuum type, and continues

to increase \vith riie polarizing \oltage, while the latter reaches its saturation point at about fifty volts; a further increase of applied voltage is therefore unnecessary with the vacuum cell. On the other hand, if the gas-filled cell is operated at excessively high voltages, to gain in- creased sensiti\it\, there is danger of a glow discharge

Left—Plwto-rhitn. ,,-ll Right — MoJulnlinii unit of tntrismilltr

which is injurious to the life and efficiency of the cell. Such a disturbance cannot occur with the vacuum cell since there is no gas to become ionized. It is readily seen that the first mentioned cell can produce about three times as much current as the latter, and consequently, is three times as sensitive. This conclusion was substantiated by actual test, the gas-filled cell giving much better re- sults. These cur\es were taken with the polarizing battery directly across the cell, that is, actual difference of potential between anode and cathode. Hence slightly higher voltages may be vised when there is resistance in the circuit.

The second set of curves is probably more important than the first, because, as used, it is the light intensity which varies, and not the polarizing potential. These curves of current-light intensity for various voltages were taken with a two hundred watt, clear Mazda bulb, by varying its distance to the cell. The abscissa, then, is 1/D-, where D is the distance between cell and lamp. It will be noticed that all the curves are straight lines, which means that the photo-electric current is propor- tional to light, for any intensity. Were it not for this relationship, distortion would result when energized by a modulated light beam. Fortunately again, another dis- tortion factor is eliminated by the zero time lag of the photo-electric current; in other words, current flows as soon as light strikes the cell, and changes the instant the light intensity changes. It was found that all points on the cathode were equally sensitive, and that the current remained the same when the light was brought to a point rather than distributed over the entire surface of the cathode; proving that a photo-electric current is de- pendent only upon quantity of light.

All of the light intensity curves were plotted to the same co-ordinates, the better to compare the character- istics of the cells. The first fact noted is that the gas- filled cell is more sensitive at twenty-five volts than is the vacuum cell at si.\ty-two and one-half volts. Also, a change of the polarizing voltage has a much greater effect on the former. Thus the vacuum cell would be

ii:

X'llXOCRAIMI

March. 1930

chosen if consistaiit results were ncwssaiy from a tluitu- ating polarizing supply, but il jircatcr current is required and a dry H battery is available, the jias-tillcd cell operat- inu; at high voltage woidd be chosen. If there is only a small quantity of light on the gas-filled cell, its current may be kept up to an appreciable amount by using higher voltage ; the \ acuum type has no such advantage.

Photo-electric cells have been made, with a barium coated c.'ithode, which give a current of three hundre<l micio-ampcres in direct sunlight, as conipared to the ten

Rmii'iiu/ fi/wlo-fl{'(lric rrll and niiif'lififis

micro-amperes which the cells described above produce. These heavy current cells are able to operate relays with- out the use of an amplifier, but the life of such cells is relatively short.

Since the photo-electric current, luuler actual operat- ing conditions, is of the order of one-half of one micro- ampere, and its audio frequency component is still less, it may be seen that the amplification of such minute cur- rents was something of a problem. Foreign effects, such as surface leakage and stray magnetic fields, had to be reduced to a minimum. That is the reason for the shield on the first two stages of resistance-coupled amplification and the grounding of one point in the circuit (see circuit diagram). The photo-electric cell itself had to be placed within the shield, without which the electro-static pickup from the amplifer used on the transmitting end was sufficient to operate the loud speaker, without any light whatever. Resistance coupling was found to be the best method of amplifying the weak cell currents, two stages being required to bring it up to telephone audibility. The B power for the two stages of transformer-coupled ampli- fication was drawn from a power pack, but B batteries were necessary for the first two stages and the polariza- tion of the photo-electric cell. This amplifier was ex- tremely microphonic until the first two tubes were sup- ported on felt, in spring sockets, and capped with anti- howlers (not shown). Even then the speaker could not be placed near the cabinet.

The so-called transmitting end of this experiment,

which produces the talking beam, is shown below. It is simply a powerful lamp, enclosed, whose light is focused on the modidating unit, and re-directed by the second lens, in a parallel beam. The center of attention at this end is the light valve of modulating unit, which is pictured in a larger illustration. A fixed knife edge is mounted on the frame of a cone speaker uiu't in such a manner as to leave a narrow slit between its lower edge and ajiother knife edge soldereil to the cone armature. Thus the moving edge (showing black in the photo- graph) interrupts the light thrown through the slit in direct proportion to the audio frequency currents which actuate the unit. Hence the light leaving the slit is modulated, and when focused on the receiving end, will cause the afore-mentioned photo-electric cell to operate. A phonograph pickup and amplifier was used to energize the light valve, but the output from a good radio set would work as well.

The moving part of the valve was made as light as possible, since one having a great mass would not respond to high frequency pulsations, such as notes on the upper legister on a violin. It was necessary, further, to dam|i the armature, there being no cone or diaphragm, in order to reduce distortion caused by mechanical resonance in the vibration system. Fortunately, the motion nece.ssary to modulate the light is very small indeed, being just sufficient to be felt by the finger when in operation. The percentage of modulation was immaterial, because the image of the mo\ing edge itself was focused on the cell.

.1 pl>aralus for sindinij liiiht ln-ams

The only .source of light that could be used was a ilirect current incandescent lamp. An arc light was dis- carded because of the sputter, and alternation current could not be used because the fluctuation of light in- (Conlhnu-d nii Pa,/,- 142)

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90+ C- A- 906 C- A* 450 B A-

Circiiil diaijram nf nufivrr

March. I'LW

THE TECHNOGRAl'H

113

Loadhuj a . w,

liis/iiclioii of II LUllir bar on a drillinij mailiiiif

The Problem of Mine Illumination

GiLiiERT H. Ket:

THE proper illumination of underground mines con- stitutes a problem which must be solved by modern engineers. The question is too often neglected by the mine operator or owner. The miner himself is so accustomed to poor lighting that he does not complain. In the past there have been published reports by national miners' commissions, which showed that miners' nystag- mus, a disease of the eye produced by eyestrain due to inadequate light while at work, was increasing; and fol- lowing each report some agitation was created to help the situation, but nothing was done. Combined with poor lighting is the danger to which the miner is sub- jected, that of ignition of gases in the mine by the flame of certain types of miners' lamps.

It might be interesting to trace the hist()r\- of mine illumination, just to see what progress has been made.

Diilliru/ ()/•,,, ilioii III r.'o/./-,/ Mm,'

When the Romans lame to England, some two thousand \ears ago, they found mines there. The light for the workmen in the caves, for the>' were little more than caves, probably was furnished by a candle which the miner carried with him. and placed on a stand or on the ground by his work. Tlie light from the candle must have been \ei\ little indeed, when one considers that

there is no reflection of light on the black wAh of the mine, and one tiny candle fmnishes the illumination for an area of perhaps a ten foot square, in which the miner worked.

Some time later, at the beginning ot tlie industrial revolution, came the day of the open flame oil lamp. In its early design it was sinipK' a pot of oil with a wick fastened so that one end projected into the oil and the other end extended an inch or two above the surface. This produced a large, .smoky, yellow flame, not much of an improvement over the old candle. However, this lamp was soon revised, and two types were developed. The first was the Davy safety lamp, with which all are familiar. Humphre\' Davy was not the first to build a flame enclosed lamp, to prevent the ignition of gases in the mine, nor is the Davy lamp the lamp used today, but his lamp \xas the first to receive recognition from the miners. Heretofore the miner had been the victim of numerous explosions of gases in the mine, anil ot many fires. This lamp, with the flame enclosed with the screen, gave the miner a better chance to fulfill the normal expectancy of life, but the light from the lamp was much less than that of the other lamp, because of the screen which shut off a great deal of the light.

The second type of improved oil lamp was the cap lamp, which was so ably exploited by the oil interests in the period after 1880. It consisted of a little can of oil, a spout through which a wick came, and a hook arrange- ment, so that the miner could clip the lamp onto his cap. This was a distinct innovation, in as much as the previous lamps were on the floor in back of the miner, to cast a shadow, or in front of him and in his way. W^ith this lamp, where ever the miner looked he had a light; not much light, only about .'^ candlepower, hut much more than before.

Along about the turn of the century, tlie acetylene cap lamp was developed. Most of the leaders will he familiar with the old type bicycle lamp which burned acetylene gas, formed by water dripping on calcium car- bide. The miner's lamp works on the same principle, the gas formed by the reaction being forced by its own pressure through a small hole, after which it combines with air and burns, if ignited. Usually the flame pro-

14

Till: tkchnuk^iRaimi

Mnnh. I9M)

iliK'cil is a loiifi, slender pencil of biillianr, white li^lit. altiu)ut;h other tianie shapes aie sometimes used. The acet\Ieiic lamp is equipped with a polished metal reflector of brass, placed behind the flame to intensify it. In tests made by the writer on lamps of this type, it was found that with a flame about one and one-half inches long, the

Dtijtiiuj

<upp,-

lamp gave a light of six candlepower when viewed direct- ly ahead, and a light of two candlepower when viewed at right angles to the axis of the flame. The introduction of this lamp practically eliminated the oil lamp from tlie mines in the I'nited States where the manufacture of calcium carbide was comparatively cheap, and the state laws were lenient in the specification of safety lamps. In other countries, notably England and Germany, its use was limited by legislation against the dangerous open flame, and in these countries insistance upon the safety oil lamp was made. It is significant to note in com- paring the results in mines, that there is a great deal more of miners' nystagmus in the mines which use the safety lamp, than in the mines which use the open flame lamp. This was the conclusion of an English professor, James Cooper, after an extended survey. But there arc also fewer explosions in the mines using the safety lamps, as might be expected. Experiments were made by the w-riter in an attempt to make a safety acetylene lamp, by placing a safety screen around the flame. The variation in size of the flame of the acetylene lamp when moved about, from one to six inches, the heat produced by the burning of the gas, and the immense size of a screen to

Driflitii/ ill a (upfur mini-

protect the flame, were diawbacks in making a lamp for the cap. In hand lamps the safety screen could be used, for these lamps are placed on a ledge or hung from a timber; but the light is very much reduced. A few lamps

of this t\'iH' ha\e been constructed for use in mine rescue work, but their use is limited.

The next type of lamp developed was the electric cap lamp. After a number of years of research, Thomas' Edison developed the alkaline type of storage battery; and tliis source of electric current was adapted to the use of the miner. This lamp had a head-piece consisting of a bulb and a reflector enclosed with a glass door, a wire ruiuiing from the headlamp to the waist of the wearer, a belt with a battery which was worn on the hip and to wiiich the wire was connected. The battery embodies tile Edison features, in which the alkaline solution is used in place of the usual sulfuric acid of the ordinary battery.

The head lamp of the electric cap lamp has a small -Mazda type H bulb, arranged for four volt service. The t\'pc C, gas filled bulb, cannot be used, because, if the bulb breaks, there is a chance for the ignition of gases by the incandescent wire before it burns up, while in the \acuum type H bulb, the moment of fracture of the bulb is also the moment at which the wire burns up. 'I he light given by the lamp is about seven candlepower. and the light is thrown out through a plane angle of 1 .lO de- grees by means of a reflector.

The battery of the Edison lamp weighs in the neighborhood of five pounds; with the headlamp and cord it weighs approximately five and a half pounds. When' the lead-acid storage battery of other makes of miners' lamps is used the total weight is about eight pounds.

At present, in Europe, there is being used an electric

DriUinii miuliinc

hand lamp. This lamp is similar to the old oil lamp, in that it is placed on the floor of the mine, or hung on a timber. The lamp is more powerful than the cap lamp, but the light is farther from the worker. In a series of tests conducted by the Commission on Mine Safety in Canada, the report indicated that the light furnished by the cap lamp was about ten times greater than that of the hand lamp at the place of work, although the light of the hand lamp was greater around the remainder of the area. The commission recommended the adoption of the electric cap lamp in the mines of Canada.

A comparatively recent development in mine illumina- tion, and one that will be used more extensiveh' in the future, when the present methods of mining are anti- quated, is that method called "blanket," or centralized lighting. Some of the mine owners of the metal mines of the northwest, and of some of the coal mines of Illi- nois and Pennsylvania, are lighting their drifts, tunnels, and crosscuts with electric lights operated from the 110 (Coiilinurd on Pa//,- 134)

Mrirch. 1930

THE TKCHXOC^.RAPH

115

Railroad Signalling

joK l"ll'F.w\'. c.e. ',^1

THE development of signalling in the L nitcil Statrs has been entirely different from that in England. What had been done in this country prior to 1874 need hardly be considered, while in England at this time the signal system had reached a high degree of perfection. It is because of this fact that the signal system in this country is to a large extent automatically controlled, while ill England signals are still for the most part me- chanically operated. Automatic signals were being de- veloped at about this time, and American railway engi- neers, recognizing their advantages, adopted them imme- diately. The English railways, since they were alreach efficiently signalled, were much slower to adopt the auto- matic system, as the reinstallation was expensive. Toda\ the larger part of the English roads still cling to the old manual signal system.

The first railroads were regarded as an alternative method of travel to coaches, and since everyone knew the schedule of the few trains in operation, signals were of course unnnecessary. V^erbal instructions were ample to secure safety while slow speeds were general, but with the increase of speed, and the development of pas.senger traffic, it became e\ident that something more definite would have to be emplo\ed. As a first attempt, hand

FIG, 1 Home. Signal at "Stop "

signalmen were placed at important jiuictions to work the points and control the train running. The next advance was the use of a board, painted red, fixed to a post. When a train was required to stop, the broad side of the board faced the driver, but when there was no necessity for stopping, the board was turned so that the edge of it

faced the dri\ei-. This pri)\e(l to be objectionable as the indication for a clear line was the ab.sence of the red board ; hence should the board have been destroyed by accident a clear signal was given. This was followe<l b\ the adoption of a distinctive signal for "clear" as well as for "danger."

pre. 2.

Distant Signal at "Caution"

Before about 1840, in England, where almost all the signal development was taking place, the arrangement for forwarding one train after another on the same rails was to allow a certain interval of time to elap.se before the second one was forwarded. This method was known as the time interval system. About 1840, when the electric telegraph was invented, it became possible to ascertain that a train had actually reached the station ahead before another train was allowed to follow. This arrangement was known as the space interval system.

One objection to adoption of the space interval sys- tem was the great distance between some of the stations, and as no train could follow until the preceding one had reached the station ahead, it was obvious that the carrying capacity of the line would be decreased unless the distances between stations were shortened. The line then had to be cut up into comparatively short sections, termed block sections, by means of small signal stations which were generally termed block boxes or block posts.

The usual equipment of a simple block box was a telegraph instrument for sending the requisite messages from one block box to the next, and out-door signals for each set of rails, one signal being fixed near the box, termed the home signal, which trains were not allowed to pass when at "danger," and a signal fixed further out, termed a distant signal, which the driver coidd pass at

Ill>

iii: rix-iiN(K;RAi'H

Mrinh. 1930

"danger" provided he so got his train under control that he could stop at any ohstruction before or at the home signal.

Even under tlu'se aiiangements accidents were not uncommon, ant! this turned the minds ot inventors to the problem of making it mechanically impossible for the signalman to have conflicting signals pulled to the clear position at the same time. From about IS SO to 1875,

FIG. 3 Two- Position Color Li9ht

se\eral inventions were patented, interlocking the signal levers with each other and with the switch points in such a way that conflicting signals and points were im- possible.

The next step in the dc\elopnient was automatic signals, making each train piotect itself by causing its passage over a section to raise the danger signals behind it. This step was preceded by the invention of the track circuit, on which the principle of automatic signalling is based, which makes it possible for a train to give con- tinuous indication of its location on a track.

The remainder of this paper will be devoted to a somewhat more full description of the.se steps in signal perfection :

1 . Types of signals.

2. The block system. ^. The track circuit.

4. Principles of interlocking.

5. Automatic signals.

1. Types ok Sigxals

The types of signals used have gone through as long

and slow a development as the methods of signalling.

Tradition has it that the first signal was a candle in the

window of the station master's office at Hartlepool, Eng-

land, to inform approaching trains that all was clear for them. One of the earliest forms of signals was a bucket suspended from a policy attached to the end of a jib on a post. The height of the bucket determined the signal. The bucket was perforated, and at night was filled with glowing coals.

The semaphore signal is the most common da\ signal in use in the United States and England, and its use is compulsory on English main lines. The semaphore is mounted on a mast which is, when possible, on the right-hand side of the track it controls. When it is not po.ssible to so place the mast, because of the topography of the giound, it is placed on a bridge, or mounted on a branched or bracketed post. The semaphore is about five feet long and about twelve inches broad. It is usually fitted with a spindle on one end, on which it swings, although some signals swing on a center spindle.

The rea.son that the semaphore signal was first in- troduced was that it could readily be seen at great dis- tances. This is true regardless of the color it is painted, and in fact at a distance the color of a signal of this form is not distinguishable. If seen in shadow it appears dark gray or nearly black against the sky, and if seen in bright sunlight it appears a lighter gray.

The semaphore displayed horizontally means "stop"; displayed at an acute angle with the post, in either the upper or lower quadrant it means "all clear" or "pro- ceed." Some roads make this same semaphore give an intermediate indication which means "proceed with caution."

The home signal is painted red, with a white stripe, and has a square end. The distant signal, to distinguish it from the home signal, has a fish-tail end, with a white stripe which may be either straight or may follow the W of the fish tail. (See Fig. 1 and Fig. 2.)

The usual night signals employed in Great Britain and the United States are a red light for "danger" or "stop," and a green light for "proceed." For a long time there was no distinction between distant and home signals at night. In recent years two arrangements have been adopted in order to provide a distinction. The first consists of a special lantern having a reflecting extension arranged to illuminate a white fish-tail next to the ordinary colored light. Unless the lantern were kept very clean, ho\\evcr, the fish-tail was not visible for great dis- tances. The second arrangement consists in substituting

-Length of Section

^<^

Seconclarq \ \ Current S|"-'n3

f I

FIG. 5 Direct Current Track Circuit

a >'ellow light for the red in the distant signal, ^'ellow lights are extensiveh' used now in this country.

Light signals have recently been introduced in the I'nited States, and have met with much favor. They are of two general types. The first { Fig. 3 ) gives a red light for "stop" and a green for "proceed," and is much

M,'r,h. 1930

THi: TECHNOCRAPH

17

the same as the night signals except that tile lenses have to he specially designed so that the signals are visible in htight sunlight. The second (Fig. 4) consists of a back- hoard on which are mounted several rows of lights, one horizontal, one vertical, and another at an acute angle. The signal for "proceed" is given by lighting all the lights in the vertical row, just as the semaphore "pro cced" signal is the vertical or acute-angle position. This type of light signal is in use on the Penns\lvania railroad.

It has been found that the range of visibility of the light signals is from 3,000 to .1,500 feet.

Light signals are being installed in considerable num- bers on American railways. The simplifications obtained with light signals, the ease and low cost of maintenance, and the small first cost more than make up for the in- creased cost of energy required to operate them. Fiuther an installation of light signals will eliminate all failures due to moving parts of signals and mechanisms, nil chances of freezing or sticking, and should reduce all dangerous signal failures by 40 per cent, according to .A. M. Rudd. who installed the PennsvKania system.

2. The Block Sv.stem

The block system is an arrangement for spacing trains, in order to prevent collisions. The s\stem con- sisted originally in simply telegraphing the arrival and departure of trains from station to station by means of the ordinary telegraph instruments, and this is still done in some countries. The telephone is also used in the same manner, especialK' in the United States, but in Eng- land neither of these s\stems is permitted. Independent instruments called block instruments are required.

A brief description of the block system as u.sed in England will be given. The methoil in the United States is much the same, where automatic signals are not in use, except that telephone or telegraph takes the place of the block instruments.

The whole of the railway is divided into what are known as block sections. The lengths of these sections are, in most cases, arbitrarily fixed by the existence of a station, siding, or junction. At all these situations there have to be signal boxes in order to work the essential switches, signals, etc., and block instruments are required in these boxes in order to protect the various train move- ments. The length of the sections reflects on the time occupied by trains passing through the section, and conse- quently the carrying capacity of the line.

Take for example a block section between two boxes H and C. Box B has a block instrument electrically connected by means of line wires to a corresponding in-

Fie b Interlock I nq Re9uirerncnta

strumcnt in box C The box 1? also luis an instrument for communication with .A, and C has one for communi cation with D.

There is a separate instrument for the u|) line and for the down. There is a dial which has upon it rluec indications; in the center, "line blocketl ' ; on the right, "line clear"; and on the left, "train on line." It is the principle of the block system that the sections normally are closed, even though there be no train in them, and

aie onl\ open when permission has been given tor a train to enter. The galvanometer needle for the upper dial is actuated b\ current from C, in accordance with the turning of a commutator on C's instr\iment. The needle on the dial on the lower part of the instnunent at B is actuated by the battery at B by the turning of the man's own commutator, and tells what indication he has given. The mode of procedme is for 15, when he has a train to send to C, to ask, by a set of signal bells. "Is line clear?" at the same time intimating for what kind of train he is iiuiuiring. If the man at C is in position to

FIG. 4 Po6ition Licjht ai "Stop"

receive the train, he accepts it by repeating the bell signals and turning his commutator so that his needle and the corresponding one at H are deflected to "line clear." If he cannot accept the train, he does not answer, AwA B offers it again later. When B has received ac- ceptance he lowers his signals, and as the train passes his box, he again gets C's attention, and bells "train entering section." The man at C repeats this signal and turns his commutator so that his needle and the corresponding one :ir 15 are deflected to "train on line."

The man at C will now ask the next box, 1). tor per- mission to send this train, and C and 1) will go through the same movements.

The indications on the block instruments thus tell a signalman the condition of the lines in the section up to the next box.

Over many sections of line there arc run trains going to different destinations, and these trains have to be routed at certain points. This is done by the driver sounding a prescribed whistle at a given signal box' some distance in the rear of the junction, ami this information is sent ti) the junction by telephone.

Emphasis should be placed on the principle that the normal condition of the section is "line blocked." ami

IIS

Till' 'riCIIN(KlR.\PH

Marrh. 10 JO

that sifjnals are normally at "danger." If the noniiai condition of the line were "clear," and if a signal hap- pened to be out of order, the entrance of a train on ;i section might not show a danger signal, and a collision ini^ht result.

3. The Track Circhit

The principle of the track circuit consists in making the actual presence of the train or vehicle on a given section give a continuous indication of the fact, and lock or otherwise control the signals, block instruments, etc., apphing to the section, so that it is impossible to admit a second train to it until it is clear thro\igh()ut its entire leiigth. The control is thus effective the whole time the section is occupied at any part, even by a single pair of wheels.

The track circuit may use either direct or alternating current. It has been found that direct current will operate the system efficiently provided the track ballast is of such material as to properly insulate the two rails. If the ballast has a high conductivity, and allows the passage of current from one rail to the other, it has been found that the use of alternating current makes it possible to operate the circuit. The controls which are used are the same in the two cases. This paper will illustrate the general principles of the direct current circuit only, as the only difference is in the power-feed arrangements and the type of relay employed.

The closed track circuit is generally used. (See Fig. 5.) The ordinary fishplates are replaced at points 1, 2, 3. and 4 by special insulating fishplates or joints. A relay R is connected to the rails, at the entering end of the circuit as a rule, and a battery B is similarly con- nected at the opposite end. The intervening rail joints are bonded to insure good electrical connection. The battery R normally energizes the relay R, which by means of a local circuit may operate an indicator, lock and lever, etc. When a vehicle coines on the insulated section, the relay is shunted, as the mass of the wheels and axles offers practically no electrical resistance, and the magnet, becoming de-energized, releases its armature, opening the secondary circuit, which affects the controls. The relay thus reflects the condition of the section, "clear" or "occupied.

In order that the circuit work properly, it is of course necessary that the section be insulated from other sections. The .simplest method of insulation is to separate the various parts with plates and collets of hard fiber or other insulating material. As it is equally important that the circuit have no breaks within itself, the rails are bonded with heavy wire. To avoid risk of failure two wires are fixed at each joint. Also, in order that the wheels of the train properly short the circuit, they should be bonded to provide a connection between the tires and the axle.

As the circuit normally is closed, the relay is normally magnetized, and this keeps the .secondary circuit, which directly controls the signals or switches, normally closed. When a train enters the track section the wheels and axles connecting the opposite rails short circuit the cur- rent from the relay, which promptly releases its arma- ture, thus opening the secondary circuit. As soon as the last pair of wheels passes out of the track section, the current will again flow through the magnet coils of the relay, causing the secondary circuit to be closed.

It is seen that the object of the track circuit is to indi- cate the presence of trains on certain portions of the line to the signalman in the signal box, and to protect those trains by locking the signals in the rear if required.

There are four main purposes for which track circuit is used, (1 ) To protect trains standing at a starting signal. In this case it is usual to provide an electric lock on the le\er working the home signal, thus locking that .signal when a train is standing on the track circuit. (2) To indicate to the signalman the arrival of a train at his outer home signal. (.3) To indicate in the signal box the arrival or presence of trains on sections where they have to stand out of view of the signalman, such as in cuts or stations where bridges, buildings, or track curva- tvue may restrict the view of the signalman. (4) The most important use to which the track circuit has been put is the controlling of the operation of automatic signals, the train protecting itself by its presence on the track hold- ing the signals behind it at "danger." The line is divided into sections insulated from each other, and each section operates its own signals.

4. Prixciples of Ixterlockixc Use of the block system and of the track circuit for indicating the presence of trains did much to reduce the possibilities for accidents, but safety still depended on the proper interpretation by signalmen of the indications given, and on their care in properly adjusting the signals and switches for different conditions. It was possible for a careless signalman to give the "clear" signal to two trains, even though all the mechanical apparatus were working properly. So railway engineers set to work to devise a scheme for working the switch and signal levers in such a way that it would be mechanically impossible for the signalman to give conflicting signals, or to signal a train one way and set the switches for another direction. To accomplish this end several schemes of interlocking the lexers were invented.

^.:^M^^

'/yyyA^^

1 2

i 1

^Ss

^ZS-Q-

'yyyy^^

'^^

\ \

FIG. 7

InterlocKing Principle

Yox the requirements of interlocking at a representa- tive junction, see (Fig 6.) Interlocking requires No. 14 switch points be set before No. 5 home signal and No. 4 distant can be lowered, permitting a train to go on to the branch; it also compels No. 14 and No. 11 points to be opened before No. 10 signal can be obtained, permitting a cross-over. It insures that before No. 2 is lowered, permitting through passage on main line, that No. 14 is normal, and that when No. 2 is lowered No. 14 is locked. No. 2 and 3 signals cannot, therefore, be lowered to- gether. It also prevents a train from leaving the branch when a train is travelling along the main line. And if a {Continued on Page 13S)

THi: TKCH\(X^,RA1'H

EDITORIAL

THE TECHNOGRAPH STAFF

J. W. DeWOLF 30 Editor G. MACKEY '30 Business Manager

W. P. Burglund '31 -Issislanl Editor E. Burke '32 National Advertising Manager

L. J. Halvorsen '31 Assistant Editor K. C. Siihr '32 _ JLoeal Advertising Manager

I.. L. Hupe '31 Assistant Editor K. Lind '31 Circulation Manager

G. F. Drake '30 _.._ 'Irt Editor }. F. Elman '31 Copy Manager

ASSISTANTS

R. C. Simon. T. W. Mermel, R. Wild, E. C. Whittaker, J. Tiffaiiv,

D. F. Mulvihill, V. H. Hoehn

History

Next year will niarlc another new era for the Techno- graph, for next year the magazine will appear as a monthly publication. With this change should come new interest and new enthusiasm.

The Technograph is far from new — it is a tradition of the University. Established in 1885 as the annual publication of the Engineering School, it soon become a standard reference. In it were published numbers of authoritative technical papers, written entirely by faculty members or by research students. Two text books and several other books of an engineering nature first appeared in its pages, so that, even yet, one finds occasional reference to this or that statement of the Technograph.

As time went on, however, the students became more impatient, or perhaps the single volume, with its six by nine pages and its gray or brown cover, became too bulk\. So, in 1911, it was changed to a quarterly, still keeping its smaller size, and still holding to its strictly technical nature. Just how the next change came about cannot be seen at a glance. Perhaps the first hint that the character «as to change was in the year 1918, when, to make the pages come out even, one or two jokes were added. Or perhaps the articles, a few of which were now written by students, lacked the technical nature of the earlier days. At any rate, its at- titude gradually changed from that of a reference to that of an interesting, though perhaps less important "news-magazine." It still published articles of engineer- ing value, but along with these, it began to publish news or alumiu', and notes of interest of the different depart- ments. Editorials were introduced, and advertising began to appear. Perhaps one of the biggest changes along with all this was the change of .size from the smaller seventy-five to a hundred page issue, to one larger in dimensions by with fewer pages. So, in 1920 was established the present size. The cover design was changed from the rather ornate heary paper to a glazed manilla cover that is so familiar to those who have fol- lowed its progress.

Thus the magazine remained for ten years — the basic cover design unchanged except for, once or twice, a dif-

ferent colored paper, and, six times, color in the picture. Inside, headings for departments were established which are used today, and even the type was kept the same in size.

This year the first indication of another change was given in a new cover design and a variation in the type used, making it more condensed in its appearance. And next year will come the more issues.

In this way a magazine progresses from an annual to a monthly, as its nature changes to fit the ever- changing likes and dislikes of a student body. May you take the new and support it as you have the old !

Biggest Show on Earth

Attention is called at this time to perhaps the biggest event in the engineering school — the biennial Electrical Show. Appearing as it does, every two years, it never becomes monotonous, and never fails to arouse the in- terest of all those who attend.

This year the show should be larger than ever be- fore, because of the larger space available. As before, the commercial exhibits and the bigger exhibitions of general interest will be held in the G\ni Annex, while many of the student demonstrations will be housed in the old and new parts of the Electrical Engineering aboratory.

Most of the exhibits are now in the state of prepara- tion, so the management has been able to give a partial list of demonstrations. Among the most interesting ones are the "talking beam," described by H. A. Wenzel in this issue, television, and a miniature train, "Casey Jones." which may be made to go in either direction or to stop by command of voice. Then there will be the ever-flowing wine bottle, dancing matches, miniature lightning, and other exhibits familiar to those who have attended past shows, but interesting just the same.

And so, all ye Illini who are interested in the un- usual, and all \e engineers who desire to see the new as well as to delve into the mysteries of the unreal and fake, gather together your crowd and rally to Manager O'Donnell's "biggest show on earth" — the Thursday. Friday, and Saturday after Easter vacation.

120

III 11 (.liXOCRAI'H

M/inli. t'KW

ALUMNI

J^OTHS

i>

W'li I.IAM TiiNVKM Blii.i:r, c.e. '92, ilitil MicUlcnly on November 1, 1929, al his home in Seattle, Washington. He was secretary of the class of '92, and had licen a prominent engineer and contractor in that city. He was liorn in 186S at Tranklin, Ohio. He attended the I'niver- sity academy and then the college of en- gineering of the I'nivcrsity between the years 1887 and 1892, studying civil en- gineering and building construction. From 1892 to 1895 he was with Purdy and Henderson of Chicago, detailing and dia- graming structural steel forms. The next >ear he went to C. L. Struble in Chicago.

Beginning in 1896 he was in detailing and design work for the Haugh Noelke Richards Iron works of Indianapolis for se\'en >"ears. For three tnore >'ears he was chief engineer of this firm. Three more years \vere spent as chief engineei' for the Westlake Construction compan> and from 1910 to 1914 he was chief en- gineer and manager of the Butler Con strnction company at Seattle.

.\mong the various steel structures he designed and detailed were the north half of the Monadnock building, Old Colon>, and Mar(|uette building in Chicago; the n. S. Morgan buildings in Buffalo, Liver- pool, and London; the Globe building in New Orleans, the State Life building in Indianapolis, the Jefferson hotel and (irand Leader building in St. Louis.

As chief engineer of the Westlake Con- struction company he had charge of the construction of the engineering and chem- istry buildings and the auditorium at the I'niversity of Washington, a $43 5,000 contr.ict. As head of the Butler organi- zation he built the Fourth avenue viaduct, a concrete 100 feet by ISOO with concrete pile foundatioEi, 20,000 cubic yards.

Butler was chairman of the state of Washington in the Stadium campaign. He was president of the West Seattle .\thletic club, whose baseball team played the I'ni- versity team during the summer of 1928. He leaves a widow and four sons, three of them graduates of the Universitv of Washington, Mavo P. '22, Robert S.' '23, and W. r.. Jr. '25. Butler's first wife, Margaret Philbrick, a former member of the class of '92, died in 1915. Later he married a Seattle woman.

Pmi.lP Strf.i.i-, m.e. '89, is chief en- gineer of the Springfield avenue pumping station of the city of Chicago, one of the largest of the city waterworks system. In addition to this, he is supreme president of the Chicago Fraternal Life association, an insurance organization of which he has been a member for thirtv-three years.

In the development of the campus and the growth of new buildings, the wcirk of mini architects has been of great iin- portance. PROFESSOR J. M. WiiiiF, arch. '90, has been supervising architect of the I'niversity for twenty-two years. lie and C. .\. Piatt of New York have designed all campus structures but three in the

last nine \'ears. White, either alone (w working with others, has designed anil seen, through to completion twenty-four major campus buildings.

Proi FSSOR N. C. RiCKER, arch '72, de- signed most of the early campus build- ings, being responsible for five buildings, (i. W. Blu.i.ard, arch '78, designed En- gineering hall, C. .\. A. CJUNN, arch. '92, the Observatory. N. S. Spe.vcer, arch. e. '82, was architect for three buildings, J. C. Li.EWEi.i.YN", arch. '77, designed the old .'Vgricidtural building, and Clarence Bi.ALKHAi I., arch '77, the .\uditorium. Blackball has also worked at various times on campus plans for the I'niversity.

C. E. Sargent, m.e. '86, has made a specialty of gas engines for many years. He built the first complete expansion tamdcn double act- ing engine, the first of these built being presented to the Ini- v e r s i t y by him eighteen years ago. He has taken nut more than twent\- five patents on in- ternal combustion en- gines, meters, draft gauges, calorimeters, dynamometers, and turbines. He is now

E. Sargent

on the staff of consulting engineers of Westinghouse at Wilkinsburg.

He has recently turned his attention to automobile engines, his latest patent being on a "constant compression complete ex- pansion gas engine, which at one-third load shows seventy per cent higher efficiency than any of the 27 million throttling engines now in use."

The new engine has no carburetor, no cam shaft, valves, or tappets. "It is the quietest engine ever built, and the most efficient. It will drive a car sixty to seventy per cent further per unit of fuel than the standard throttling engine with the same piston displacement."

The general theory used by Sargent here is the same as that governing his complete expansion stationary engine — to expand the gases gradually during the working stroke to practically atmospheric pressure, and control the quantity of the explosive mixture by cutting off the ad- mission at different points of the induc- tion stroke instead of throttling it. Such an e[igine, according to Sargent, will save millions of barrels of gasoline a year. He also points out its advantages in airplane work, saying that it will drive a plane twent>-five per cent further with the same initial weight of engine and fuel at cruising speed, which is about three- fourths of the maximum. Such an engine, he maintains, would not need a super- charger, as a later cutoff would gi\'e the same results, and with the low exhaust temperatures the manifold would not get hot to ignite gasoline accidentally sprayed

upon it — a considerable fire hazard in present t\ pe airplane engines. He has designed an airplane engine, 52 h. p. weighing 250 pounds and giving a pro- peller thrust of 300 pounds.

Patent rights for the new engine have been sold in England, Italy, France, and (lermany. Sargent also has to his credit a vertical cross compound condensing high speed steam engine; a single valve tamden steam engine with but two stuff- ing boxes; several steam meters, and other devices of the same sort.

S. F. HoirZMAN, arch. '95, and Ono (iOLDSCiiMiDT, e.e. '94, were among the experts whose co-operation was enlisted in investigations made in a study of the economic height of skyscrapers for the .\merican Institute of Steel construction. .'\s a result of this work, it was found that tall buildings in congested areas were advisable. Goldschmidt has also given some time during the past year in assist- ing in the revision of the New York city building code which was done under the direction of the Merchants' association.

H. F. OOFRR, arch. '13, and W. P. Ooerr, arch. '09, constitute the firm of Ooerr and Doerr. They have been em- ployed for all grade school and junior high school work for the citv of Blue Island since 1924.

C. H. WESCOTr. c.e. '14, is the author of an article, "A Covered Stadium at Chi- cago With Long-Span Roof Trusses," in f.n(iineering Xews Record for October 17. It describes the new Chicago stadium, the arena of which is 245x125 feet, with a clear height of 88 feet. 25,000 people can be seated for wrestling anil boxing matches. The building can also be used for ht)cke\'. The Wescott Engineering company, of which he is vice-president, designed the structural steel framing, the reinforced concrete work, and the founda-

Rai.ph (7reex, c.e. '14, contracting en- gineer with the Chicago Bridge and Iron works, is vice-commodore of the Lake Michigan Yachting association.

W. C. HuECKEL, c.e. 'OS, is no longer engaged in civil engineering work, but has taken over the management of bis father's store at Casevville, Illinois.

Fermor S. Cannon", arch. '11, has with- drawn from active practice and is a vice- president of the Railroadmen's Building and Savings association at Indianapolis.

John W. P-^vce, c.e. '92, is the head of the Page Engineering company of Chi- cago, manufacturers of draglines, scrapers, and buckets.

SvnvEv C. Rathfor, arch. e. '12, dleil .April 4, 1929, at Des Plaincs, Illinois.

Marrh. I '^'30

TUK ti;chn(x;rai'H

121

Ci.iiKiKi) II. VVlriv c.e. '29 aiul Dav[|) V. JoiiNSOV, m.e. '29, are members of the junior executives' training class of the FriRidaire corporation at OaMon, Ohio.

J. L. 'VVlP.GREriE, e.e. '29. is enrollcil in the graduate student course of the West- iiighouse Electric and Manufacturing company. East Pittsburgh, Pennsylvania, t'pon completion of this cotirse Wiegrcffe is plaTining to enter the radio engineer- ing department. He is also attending the I'niversity of Pittsburgh where he is studying for a master's degree.

E. E. 1500XE, e.e. '10, has been ap- pointed gearing apparatus manager of the Nuttall \\'orks of Westinghousc Electric and Manufacturing company. He has charge of the company's sales of industrial and transportation gearing, speed re- ducers, reduction gears, pantagraphs, and trolleys. Boone has been associated with ihe Westinghousc company since 1911, in its sales activity \vith the coal and oil industries.

RussEi.l. (;. Cone, c.e. '22, is resident engineer for Modjeski and Chase on the Ambassador bridge, being built over the Detroit river between Detroit and Wind- son, Ontario. Before graduation he was an inspector on caisson foundations for the Metropolis bridge, Ralph Modjeski, D. Eng. '11. being the chief engineer. He also worked for Modjeski on the Dela- ware river bridge between Philadelphia and Camden, New Jersey. MoNinoMERV H. Case, c.e. '06, was engineer of con- struction on this bridge. He is now en- gineer of construction on the 3,400-foot jiridge over the North river, between New 'i ork and New Jersex. Other Illini as- Miciated \vitli this firm arc E. P. Daven- port, c.e. '27, John Bi.onwn, c.e. '28, and Ciieslev J. Posey, M.S. '27.

Nine Illini engineers are engaged in highway construction for the state of Illi- nois. Frank T. Sheets, Mun. e. '1+, is chief engineer; G. F. Birch, c.e. '09, is bridge engineer; H. E. Surman, c.e. '10, is engineer of design ; V. L. Ci.ovER, c.e. '20, is engineer of materials; T. I. Fuii- ENVviDER, c.e. '02, is an assistant construc- tion engineer; and C. M. Si, A-s maker, c.e. '08, 'rnEODORK Pi.ACK, C.e. '14, C. II. Appie, c.e. '14, and P F. JiRvis, c.e. '10, are district engineers.

J. J. Wor.iMAN, c.e. '14, of Taylor Waltman, was engineer for the sewage treatment plant recentl> completed in Bloomington, Illinois.

H. C. HoARD.viAN, c.e. '10, is engineer of research for the Chicago Bridge and Iron Works.

11. H. lU'SiiNEi.i,, c.e. '07, is general manager of the Western Wheel Scraper company, Aurora, Illinois.

Professor Re.vkord Newcomb, arch 11, is the new editor in chief of the U'islcni Architect, now called Current .Xrchitec- lurc, which is the second oldest pulilica- tion of its kind. He had been the archi- tectural editor of the maga/ine for the last seven years. N'ewcomb is widelv recognized as an authority of architec- tural history and has written many books, magazine articles, monographs, and bulle- tins. His books on Spanish houses, on old mission churches, and on California houses, as well as a book on Abraham Lincoln are of special importance. Last year was spent in studxing architectural

pol>chromy and ceramics in China, Japan. and the near east.

C.urnnI .Irdiilccluri- is a monthly pub- licatioTi with offices in New ^■ork, Chi- cago, and Minneapolis. I'lie work of vari- ous Illini architects are often pictured in it. A. T. NoRMi, arch. '85, is associate editor, and Lorenz Schmiui, arch e, '13, Wii.i.lAM L. SiEEiE, arch . '96, and .\RriiLR PEA^on^ , arch. '92, are advisory editors.

Chari.e.s a. Ci.ark, e.e. '97, lieutenant- colonel in the Cnited States army, is stationed at Fort William McKinley, Rizal, Philippine Islands.

Wensel Morava, m.e. '78, is the author of "The Hermit's Story," an illustrated account of his trip through the Mediter- ranean countries, Palestine, Syria, Ira(|. India, and Java. He maiiitains an office as consulting engineer at 20^ West Wackcr drive.

II. E. Barelett, c.e. '93, is chief en gineer for James Walker, consulting en gineer of Chicago.

J. J. Llewei.i.yn, arch. '77, is repre- sented in a new book, "College Architec- ture in America," with a picture and plans of the Barbara Pfeiffer Chapel- Music building at North Central college, \vhich he designed.

Trvcve D. Nenson, e.e. '07, is research engineer in charge of the magnetic section of the research department of the Westinghousc Electric and Manufacturing company. East Pittsburgh, Pennsylvania. He received the degree of bachelor ol science in electrical engineering in 1911 and the professional degree of electrical engineer in 1912. The California In-

T. D. Venson

stilute of Technology conferred upon him the degree of doctor of philo.sophy In phvsics in 1927. While at the Iiiiversit), he' was elected to Fau Beta Pi, I'.Ia Kappa Nu. and Sigma \i. honorary Ira- lernities.

■Senscn has done much work in re- moving traces of impurities from iron in order to determine the magnetic proper- ties of pure iron. He was the first man III develop magnetic materials having per-

meabilities higher than 13,000 (1914), and has since prepared mialloyed iron, iron-silicon and iron-nickel alloys having permeabilities between 50,000 and 100,000. Dr. Yensen is a member of the .Ameri- can Institute of Electrical Engineers, the .American Institute of Mechanical Engi- neers, the .Xmerican Physical Society, the physical Society of Pittsburgh, and the .American .Association for the .Advance- ment of Science. His home address is Hillcrest road. Forest Hills, Wilkinsburg, Pennsx Ivania.

.\. J. Cl ARKSON, ry.e. '16, is superin- lendent of electrical e(|uipment at the tirand Central termi[ial. New York city, representing the New 'loik Central rail- road.

Clarence Sperrv. ry.e. '24, is a rail- xvay mechanical engineer with the Detroit Iiiliricator company, Philadelphia.

MlI.O C. Tavi.or, c.e. '13, is the other Illini partner in the firm of Fax lor and W'oltman, Bloomington, Illinois.

F. (i. (JoRDON, mun. e. '12, and F. H. lU'i.OT, mun.e. '14, make up the firm of Cordon and Bulot, consulting engineers, of Chicago.

K. K. Hues, m.e. '94, is superintendent lor a new oil plant which the Gulf Re- fining company is building on Slaten Island, including immense tankage for oil storage, large docks, and other buildings incidental to such a plant.

c;uv K. RAniEX, e.e. '00, is serving on a committee lo revise the city of Mil- waukee's ordinance regulating electric

H. E. Wessman, m.e. '24, is professor of engineering at the Nanyang universitv. Shanghai, China.

I.. K. WiirrcoMn, c.e. '22, was resident engiiieer with H. M. Byllesby and cnin- pany of Chicago on the construction of ihe new office building of the Northern States Power company in Miimeapolis. He formerly was making special studies of the development of hvdroelectric power on the Ohio river at Louisville.

Fhe officers for the central Illinois section of the .American Society of Civil Engineers were elected December 3, 1929, at a meeting in the Inman hotel, Chain- paign. C;. W. Pickei.s, c.e. "11. assoiiate professor of drainage engineering of the Iniversitv, is the newly elected president; I. J. \\'oi IMAN, c.e. '14, of the firm of Faylor and Woltman, Bloomington, vice- president; N. D. Morgan, M.S. '28, as- sociate professor of architectural engi- neering, secretary-treasurer. Prokessor RE.\KORn Newcomh, arch. '11, the speaker of the evening, talked on "Structural Forms and Their Relation to .Archi- tecture."

Carroi.i, (i. Lawrence, arch. '99, died November 26 at his home in Cincinnati. He was born November 12, 1875 at Car- bondalc, Illinois, where he attended the local schools. He attended the State Normal school there before entering the (niversity. After graduation he worked as a draftsman in St. Louis and as an architectural appraiser in Chicago. Since 1903 he had been associated with the (CnnlhiiU'd on I'lU/,- 126)

Tin; TKCHNOCKAI

MarJi. I'KiO

rill. HONOR SYSTEM PnifcsMir: "\\'h> (lid vnu put ((uota-

tiori mark> at the beginning and end of

\cHir exam paper?"

Student: "I was quoting from the man

in front nf me."

(Juide: ( lireathless) "I just saw a man- eating tiger."

("luided: (pre-occupied ) "Some men will eat anything."

— Cornell Civil Eiir/innr.

Judge O'Flaherty: "Haven't you heeii here before me before?"

Casey: "No, y'r honor. Oi niver saw but wan face loike yours an' that was a photograph of an Irish king."

Judge: "Discharged. Call the nixt case."

— Oretjon State Teiliiiical Record.

"She's a very nicely reared girl, don't you think?"

"Yeah. She don't look so bad from the front, either."

—Rose Teelini,.

It's the little things in life that hurl. ^ on can sit on a mountain, but not on a tack. — Armour Engineer.

There is nothing strange in the fact that the modern girl is a live wire. She carries practically no insulation."

— Rose Tcclinie.

"Remember when we first met in the revolving door at the post office?" "That wasn't the first time we met." "Well, that's when we began going around together."

— .Armour Enijineer.

\ backwoodsman mountaineer one day found a mirror which a tourist had lost.

"Well, if it ain't my old dad!" he said, as he looked in the mirror. 'I never knowed he had his pitcher took."

lie took the mirror home and stole into the attic to hide it. But his actions didn't escape his suspicious wife. That night while he slept she slipped up to the attic and found the mirror.

"Hm-m-m," she said, looking into it, "so that's the old hag he's been chasin.' " — Yelloiu Strand.

Senior: "Waiter, I'll have port chops with French fried, and I'll have the chops lean.''

» » •

Waiter: "Yes, sir, which way shall they lean sir?" — Purdue Engineer.

"Hid Hannibal believe in the open game?"

"Sure."

"How do you know ?"

"It says he crossed the .'\lps b\ means of passes." — Ext liani/e.

There arc three classes of women — the intellectual, the beautiful, and the majority. — Exchange.

.\n Englishman was visiting this country for the first time, and as he was driving along the highwav saw a sign, "Orive Slow. This Means YOI'I"

The Englishman stopped in surprise :uid exclaimed, "My word! how did they know I was here?"

— Co-operative Engineer.

"Was Mary in a bright red dress at the dance?"

"Some of her, big boy, just some of her." — Excliange.

Her hat was on the one side, her clothes rumpled and her shoes torn.

"Were you knocked down by a mo- torist?" asked a sympathetic bystander.

"No, picked up," she snapped.

— Co-operative Engineer.

"What did the boss do when \ou told him it was triplets?"

"He promoted me to the head of my department."

"What department are you in?"

"Production."

— Sibley Journal of Engineering.

Wedding guest: "This is your third daughter to get married, isn't it?"

MacTight: "Aye, and our confetti's gettin' awful gritty."

Pledge: "Must I eat this egg" Brother: 'Yer damn right." Silence — Pledge: "The beak, too?"

— Kilty-Kat.

"^'ou are the most beautiful girl I've ever seen ! I long to hold you in my arms, to caress you, to kiss your eyes, your hair, your lips — to whisper in your ear, 'I love you !' "

"Well, I guess it can be arranged." — Tainney Kut.

Salesman: "This is, sir, an epoch- making concrete mixer."

Customer: "Let's see it make an epoch. " — loiva Engineer.

"What is Miur name and occupation?" asked the magistrate.

"My name is Sparks, sir," replied the offender, who now repented bitterly of his misbehavior, "and I am an electrician."

".And what is the prisoner charged with?" (|ueried the magistrate of a sergeant.

"Battery, sir."

"Hum!" murmured the other. "Six months in a dry cell. Next."

■ — Kansas Slate Engineer.

"Better keep your eyes open around here."

"Why ?"

"You'd look funn> \vith them shut all

the time." — Rose Teclinic.

"(iimmic a shoe horn!" "You don't need a shoe horn, anyone can hear vour shoes coming."

— Kansas State Engineer.

"How do bees dispose of their honey?" "They cell it." — Exchange.

He: "Put a nice, moral pla\ in one of the theaters and the thing is a flop; put in something risque, and you can't get a seat."

She: "Well, there's no harm in try- ing." — Pennsylvania Triangle.

I'm getting tired

Of Loretta Shields

She's satisfied more Guvs

Than Chesterfields. —R. T.

Reckless chemical stude (after ruruiing over dog) : Sorry, sir. I will replace the animal.

Indignant owner: Sir. \ou flatter yourself.

Prof.: Do you believe the five dollar gold piece will dossolve in this solution?

Rat: No, sir. You wouldn't put it in there if it would."

"Rastus, I understand that you have become the father of twins."

"Yassuh. I done called the fust one Adagio Allegro and -Ah'm gwine to call the i)thah one Eticore."

"Musical names, all right. Might know you pla\ in the band. But why do you call the second one Encore?"

"Well, suh, \ou sec, he ivasn't on dc program at all." — .hihtirn Engineer.

Love is a balloon that takes you to heaven; marriage is a parachute that brings you to earth again.

Mar, I,. I 'J JO

Tiii; TKCHNOCRAl'H

123

This Man .©

f who calls on you

You like his quiet enthusiasm, but you like even more his complete and competent answers to your questions. And you admire his assurance in making equipment recommendations, in detailing performance characteristics, in quot- ing prices and deliveries, because he quite evidently knows his subject.

What is his authority so thor- oughly to commit his house? What is the basisofhispositive knowledge? Just this ... he is a Worthington post-graduate.

He and his colleagues, in Worth- ington engineering, production and sales, were recruited from the gradu- ates of representative technical schools. They doffed their caps and gowns for overalls, laid down their

WORTHINGTON PRODUCTS

sheepskins for machinists' tools, and gladly spent many months in the Worthington plants at Harrison, Holyoke, Buffalo and Cincinnati. They took a thorough post-graduate course in Worthington Engineering. When they finished, they were Worthington men in fact as well as in name. It is significant that 76 out of every hundred of these candidates become perman- ent Worthington representatives.

PUMPS COMPRESSORS

DIESEL an.^ GAS ENGINES FEEDWATER HEATERS

3M 'l{equeil

. . . And it is important to you that the Worthington organization is inbucd throughout with a spirit of precise engineering information, supplemented by a practical know- ledge of exactly what Worthington products signify and what they are built to accomplish.

WORTHINGTON PUMP AND MACHINERY CORPORATION

Works : Harrison, A'. / Cincinnali, Ohio bii/falo, S. Y. Holyoke. Mass.

Executive Offices: 2 Park Avenue, New York, N. Y.

GENERAL OFFICES: HARRISON, N. J.

District Sales Offices:

ATLANTA CHICAGO DALLAS EL PASO LOS ANGKLKS PHILADELPUIA ST. PAUL SBATTLK

BOSTON CINCINNATI DENVER HOUSTON NKW OKLKANS J'lTTSBURGB SALT LAKE CITY TULSA

BUFFALO CLEVELAND DETROIT KANSAS CITY NEWVORK ST LOUIS SAN FRANCISCO WASHINUTQN

Branch Offices or Representatives in Principal Cities of all Foreign Countries

WORTHINGTON

124

'riii: TKriiNociRMMi

M,ir,li. I'JM)

hM^^i4

ontemporary

engineerincT'neiws-

6

Air 'rransport Progressinij Rapidly

All cililorial Mirvcy taken ln)m the F.n- KinceriiiK Ncws-RecortI of Fchniaiv 1950. shows of the rapid increase of air trans- port. There arc no\v 45S imniicipal, 491 commercial airports and 382 intermediate laiidinj; fields in operation. During 1929 about $50,000,000 was spent on airport construction and some 110 new com- mercial or municipal airports were added. .\liont 100 hangars and 30 to 35 admin- istration buildings were constructed. Scheduled operation mileage totaled 24,874, against 19,254 in 1928. Scheduled miles flown was 16,000,000 in 1929 against 10,673,000 in 1928. It is esti- mated that daily schedule of flying was 79,570 miles. Passengers carried totaled 85,000 against 49.000 in 1928, and the 8,000,000 pounds of mail carried was just double the 1928 figure. Established air- wa> mileage is now 3 5,000 against 16,000 in 1928. Plane production in 1929 reached 7,000 planes.

Outstanding developments of the year included: inauguration of air-rail pas- senger service and ship-to-shorc mail service; large increase in paved run- ways; the Lehigh .Airports competition; and unusual number of tragic accidents, although the mileage flown per fatality was about 25 per cent greater than in 1928; inauguration of South and Central .American air routes by .American com- panies; completion of the airship hangar at .\kron and the start of construction on the "ZRS-4," the largest rigid airship \et undertaken; around-the-world flight i>l the "graf Zeppelin" in 21 days, 7 hours anil 34 minutes; successful completion and lest flights of the first metal-clad dirig- ible; heavier planes, capable of carrying up to 32 passengers; attempts by the aeronautics branch. Department of Com- merce, to secure the support of the states in controlling and licensing intrastate air traffic; regional conference subse<|uently in Bridgeport, Uostou, I.os .Angeles and .Atlanta, sponsored by the airports section, .Aeronautical Chamber of Commerce; air- port conference in Washington, sponsored by the city officials division, .American Road Huilder's .Association; large in- crease in use of radio and of V. S. Weather Bureau facilities.

In spite of these developments, the avia- tion industry b\ the close of the year reached a state of severe depression. Plane-building plants shut down or cur- tailed operations, passenger lines cut rates in many cases to nearly those of railway line, an indication that the traveling public is still air-shy. Two or three un- usually distressing passenger-plane crashes had a discouraging effect. The aviation industry and government supervisory authorities probably increase the public shyness by their policy of sccretiveness in matters of plane accidents. Flying safely is one of the big subjects for advance in 1930.

Welded Steel Floors for Higher Skyscrapers

I'he Februarv issue of the Pcjpular Science brings us news of welded steel floors for higher skyscrapers. In their efforts to design higher skyscrapers archi- tects are limited by an enormous dead load of flooring. To lessen this unneces- sary burden on the building's supporting structure, a new type of floor panel con- struction has been invented by steel en- gineers. This revolutionary flooring, demonstrated recently before the .Ameri- can Institute of Steel Construction, is de- signed to act as a solid steel girder em- bracing the whole girth of a building, preventing tortional <iuirks and reducing the danger of high wind or earthquake action. So much lighter is the new floor- ing than the old, that for a seventy-five- story building it is calculated to save 2,000,000 pounds of dead load on the foundations for each column. This, it is said, would permit an increase of twenty- five per cent in the height of the build- ing. Thus may the dreams of 100-stor\ buildings become a reality.

I'he new so-called "battledect" flooring consists of plates "stitched" by a new- automatic arc welding machine com- prising a self-propelled vehicle carrviiig a wire feeding device, a reel of welding wire, and are welding apparatus.

Controlling the Colorado

Raymond F. \\'alter, chief engineer, I . S. Bureau of Reclamation, writes concern- ing the Boulder Can\on project act which was approved bv the President on De- cember 21, 1928! This act has finally come to have a permanent foundation after an eight year legislative fight, it authorizes subject to future appropria- tions, the construction of a reservoir of not less than 20,000,000 acre-feet capacit\ (HI the Colorado river, the dam to be located at either the Black Canyon or Boulder Canyon. The purposes of the act in order of importance are (1) controlling floods, improving navigation and regulat- ing the flow of the Colorado river; (2) storing and delivering stored water for reclamation of public lands and other beneficial uses within the Cnited States; and (3) generating electrical energy as a means of making the project self-sup- porting.

The r. S. Reclamation Service began its investigation of the Colorado river basin in 1904. .After a prolonged stud> of the upper part of the main valle> and principal tributaries, which study in- dicated a lack of necessary storage at reasonable cost, an investigation of storage sites in the lower river was begun. .A preliminary examination of the problem and a recoiuiaissance of the river below the mouth of the Virgin was made, and as a result thereof work has concentrated on the better dam sites in Boulder and Black canyons. Approximately half a

million dollars was spent from 191 S to 1924 in foundation exploration at these canyons, in geological examinations and engineering studies of feasibility and cost of the Boulder Canyon project, and in studies of alternative projects for the ful- fillment of the same functions, .Activities preparatory to the development of final plans have been renewed during the past year in anticipation of the availability of construction funds in the near future.

Congress by joint resolution directed the Secretary of Interior to appoint a board of five engineers and geologists to review the plans and estimates and report on the safety, economic and engineering feasibil- ity, and adequacy of the plan presented. This board, called the Colorado River Board, consisting of Major-(Sen. William L. Sibert. chairman, D. W. Mead and Robert Tidgway, consulting engineers, and W. J. Mead and Charles P. Berkey, consulting geologists, made a report on November 24, 1928, published as House of Representative Document No. 446. This report was favorably accepted. .A <|uarter-million square miles send their waters down the Colorado, sometimes in great floods, sometimes in a dry summer trickle. To control these varying waters and save them not only for the dr> seasons but for dry years, a storage dam nearly twice as high as the greatest ever attempted is to be built.

Boulder dam will be more than 700 feet high and will contain approximately three and one-half million cubic yards of crcte, of which about half a million yards will be below low-water surface, the lowest point of the base being approximately 125 feet below low-water. .After the river is diverted and the foundation and abuttment excavation is completed, the construction problem will be simply a huge mass-con- crete manufacturing job, probably the largest ever undertaken, considering the vertical height and limited horizontal area involved. The time required to complete the mass concrete work is estimated at about two years and eight months.

For the discharge and regulation ot irrigation water it is proposed to itistall in both canyon walls needle valves con- nected by tunnels to the reservoir above the dam. I'nder the present plan of flood regulation a spillway of only nominal size would be required, but because of the location of the power plant, the great height of the dam and the damage which might result should an abnormally large flood overtop the dam, spillways of ample size will be provided. Tentative plans for the proposed power plant contem- plate an installation of approximately 1,000,000 horse power. The power plant will he located immediately below the dam, one-half on the Nevada side and one-half on the Arizona side, forming a T-shaped structure with a base of the r resting on the down-stream toe of the dam. .Access to the site and supply

M,ir,l,, I'JM)

Tiir: Ti:ciiN"(^(^>RAi'ii

12S

WHAT YOUNGER COLLEGE MEN ARE DOING WITH WESTINGHOUSE

Special cars were needed . . .

railway tracks had to he lowered, to handle the transformers these men built

At CONOWINGO, Maryland, is the ±\. second largest hydro-electric de- velopment in the world. Power gener- ated there at 220,000 volts will be fed into lower voltage transmission lines of the Public Service Electric and Gas Company at Roseland, near Newark, New Jersey.

The transformers that will perform this transfer of energy are physically the largest ever built, for their capacity is sufficient to serve the home lighting needs of a city of a million people. Four in number, each is larger than a house, weighs when empry as much as a large locomotive and holds three tank cars of

oil. Four specially built railway cars and fifty-two standard cars of various types were required to transport them from the factory to the job. At one point the railway tracks had to be lowered so the units would clear an overhead viaduct, so great was their size.

When spectacular jobs like this come up it is natural that they go to an institution likeWestinghouse. Pioneers in electrical development. Westing- house engineers often know the thrill of achieving the "impossible" in see- ing their work through from design to erection.

Westinghouse

1 H9

E. W. TIPTON

University ot Kansas, "25

Development of Commercial

Design

R. L. BROWN Ohio State University, Tap Changer Deielopm<

EMIL SREINERT

vcrsltv of Minnesota.

Electrical Designer

A C STAMBAUGH iivcrsity o{ Pittsburgh. '24 Engineer of Tests

H H. WAGNER

University of lUmois. '27

Designing Engineer

126

TiiK 'ri;cnN()(]R.\i'n

Mar,/,. I^JJO

of materials and ci|iiipmciit constitiilc llu- must Important preliminary problem ot construction, no^v that ri\'er and rock con- ditions have been fully explored. Access will be from the north or rigfht bank.

Kefore work can be started at the dam- site it will be necessary to build a con- struction railroad, to provide housing facilities and to secure electric power for construction purposes. The estimated cost of the Boidder Canyon project according to the Colorado River Board assuming a coiistructioEi period of seven vears will total $165,000,000.

Alumni Notes

(Coiiliituid from I'tii/r 121} .'\mcrican Appraisal company of Milwau kce, traveling a great deal of the time but later settling at Cincinnati.

The Tokyo Illini entertained Proiessor .\. N. Tai.bot, c.e. '81, Professor II. E. Babbitt, mun. e. '17, Joh\ Chester, c.e. '09, m.e. '11, and others when they were in that city attending the World Engi- neering congress. A dinner was given bv MiKisiii .Are, c.e. "11, Ph. D. '14, prom- inent structural engineer and architect, at his home. .Abe has recently written a treatise on reinforced concrete construc- tion.

Other former Japanese students were presetit. Shioetsura Shiga, arch. e. '93, has retired from teaching architecture in the Tokyo Higher Technical school, but continues to practice. Tokijiro Voshiuo, c.e. '16, and Kozaburj Mise, c.e. '16 are professors of civil engineering in the Kyushu Imperial uni\'ersity at Fukuoka. Sentaro Sekine Nemoto, m.e. '13, is con- nected with the bureau of mechanical en- gineering of the department of railways of Japan. (jUSdaver Mizoguchi, e.e. '14, is managing director of the Shokawa- Ilydro-Power Electric company.

E.viiMO A. Teixeira, min. e. '17, has re- turned to his home in Passos, Minas, Brazil, South America, after a trip to Rio de Janeiro and Sao Paulo. In Rio he met M. F. Costa, c.e. '16, now with the Electric Bond and Share company, and Ruv PiNiiEiRo, c.e. '19, who has been with the Standard Oil company for several years. Illini engineers met in Sao Paulo included J. Cube he Sou/a, c.e. '17, con- sulting engineer, and IIumberto Mon- iiERO Barros, m.e. '17, who is with the Ford Motor company. Teixeira has been connected with a sugar company for two years in the erection of a sugar mill plant in Passos. He plans to move to either Bello Horizonte, the capital of the state of Minas, or to Rio de Janeiro where he will continue work. He is the author of an article published recently in the Bulletin of the Sao Paulo Engineering club on "The nefinition of Engineering," and i^ now working on article about Rio de Janeiro which will be published in the I nitcd States.

P. J. Sweeny, e.e. '15, has recently be- come assistant general manager of manu- facturing of the Pan-.American Petroleum and Transport company, at 122 East 42nd street. New \<irk citv.

C. B. McCi.URE, c.e. '93, is at Ishpem- ing, Michigan, where he is chief engineer for the Cleveland Cliffs Iron companv and general manager of the (lilts Pouer and Light company.

man of the executive committee of the highway research bureau of the National Research council, going to Washington four times a year in this capacity.

11. T. Rogers, arch. e. '16, is connected .ith the (ireat Lakes Dredge and Dock uinpany.

W. L. Fergus, m.e. '98, is head of the W. L. Fergus and company, 343 South nearborn street, Chicago, construction en- gineers.

(iRAM W. Si'KARS, m.e. '87, is with the nearborn Chemical company. New York

C. C. \\'ii,i,lAMS, c.e. '07, dean of the college of engineering of the University of Iowa, is the new chairman of Iowa's athletic board.

C^Ri'S E. Palmer, arch. e. '12, professor i)f architectural engineering at the I'ni- versitv, was recently elected to the Ameri- can Society of Civil Engineers.

Walier C. \'oss, arch. e. '12, is as- sociate professor of building construction at Massachusetts Institute of Technology.

Bruce R. I'phaus, m.e. '15, died Octo- ber 10, 1929, at the Irocjuois hospital, Chi- cago, from injuries received in an auto- mobile accident.

\'. A. Matteson, arch. '95, claims that there is no reason why a waterworks plant cannot be as handsome as a union building of a fine arts hall and has proved it in his design for the new water plant at Saginaw, Michigan. It has been planned so well that it might be taken for a library or a university building. The building houses the pumping station and the water purification works, which has just been put into service and is con- sidered the last word in waterworks con- struction.

The interior of the building is in keep- ing with the design of the exterior, and is finished with stone, marble, terracotta, tcrrazzo, and tile. Matteson believes that a waterworks should be designed with the care and thought that its importance as compared with other public buildings warrants. "The waterworks is of more importance to a community than even the library, jail, courthouse, or city hall," says Matteson.

Matteson was the architect for this building; Professor W. C. Hoad of the I'niversity of Michigan designed the water purification equipment; F. G. CioRDOX, c.e. '12, designed the pumping ei|uipment; J. C. JORDA.\, e.e. '06, was electrical engineer.

Matteson has spent a great part of his time in the design and construction of public utility structures, specializing in waterworks buildings. Examples of his work may be found in various parts of the country, especially in Florida, Texas, Kentucky, Tennessee, Indiana, Michigan, Wisconsin, Iowa, and Minnesota.

Frank Eno, c.e. '91, is now research professor of highway engineering of the Ohio State miiversitv. He is also chair-

M. I.. Cark, e.e. '05, made the speech of acceptance on behalf of the founders of Eta Kappa Nu at the presentation and dedication of a bronze tablet bearing the names of the ten Illini who started the organization during the celebration of its founding which was held on the I'nivcr- vity campus on November 7, 8, and 9. The tablet is at the entrance to the newly rebuilt electrical engineering laboratory. Ma> NE S. Mason, e.e. '11, national vice- president of the society, and Everett S. Lee, e.e. '13, member of the committee for the memorial, were also present. E. J. Meiiren', e.e. '06, was the principal speaker at the anni\ersar\ banquet.

v.. S. IIiGiiT, e.e. '10, is an assistant vice-president of the North American Light and Power company,

II. F. Prai.i.e '15, is a general engineer lor Wcstinghouse E. & M. Company at Ivast Pittsburgh. A. J. ScHOCH '17, is also a general engineer in this company.

J. D. \'ai i.iER '22, is in the St. l.ouis office of the (Jeneral Electric at 112 North Fourth street.

Frank L. Hanson '08, is vice-president

in charge of sales for the Ideal Electric and Manufacturing Coinpanv, Mansfield. Ohio.

New Aircraft Compass

-Announcements ha\e been made of a direct-reading card compass for aircraft for use where the remote indicating type is not essential. This card compass is marketed as an addition to the line of highly accurate magneto compasses made by that company, and is a relatively in- expensive instrument.

The new card compass is well adapted for use with small aircraft because of its light weight and low price. Its design embodies a spherical aluminum bowl filled with a litpiid and containing a graduated dial card mounted oei a jewel pivot. The compensating scheme used to correct for local magnetic disturbances consists of an adjustable magnetic mechanism which eliminates the old ar- rangement of needles in a drawer. It is positive in adjustment, convenient to handle and well suited to general re- (|uirements.

A ground glass lens is provided in front for reading the position of the card with respect to a fixed "lubber line," and two expansion chambers at the top allow for changes in volume of the li<|uid in the bowl, caused by temperature and alti- tude variations. An electric light is placed between these two chambers to illuminate the front edge of the card. The intensity of this light can be varid by th pilot, and the socket, is so located that he can conveniently change lamps in flight should the necessity arise. This illumination feature is standard but can be omitted if desired. Its part are readily detachable in the field. The source of electric supply can he a storage battery, drv cell or a generator.

A correction card is included with each compass so that the pilot can note whatever variations exist after compensa- tion is made. The entire instrument is mounted on a three-point suspension which is well damped and shock-obsorb- ing. It can be suspended from above, mounted flush with an instrument board, attached to the top of a flat base or mounted in front of a spar.

The principal advantages of the new compass, as listed by the manufacturer, are as follows:

1. Ground glass lens.

2. Multi-mounting feature. -

3. Light weight — 1.88 poiyS^s eoni- plete.

4. Electric illumination.

5. Luminous paint on card ilial and lubber line.

6. .Adjustable type compensation.

7. Elimination of sylphon. S. Cse of spherical bowl. 9. Relatively low price.

Mfinh. 1Q30

THE TECHXOGRAPH

127

IN THE STEEL FOUNDRY

THE oxy-acetylene process is of particular impor- tance to the foundry industry. Its use has enabled designers and makers of castings to accomplish results otherwise impossible.

Oxy-acetylene cutting is recognized by steel foundrymen as superior to all other methods of riser removal. It is fast and economical. In addition it re- duces to a marked degree the amount of machining necessary to the casting after the risers are cut off. Reclamation of castings by oxwelding is a na- tural adjunct to riser cutting. It has enabled foundry operators to reduce rejects to a minimum. Castings so reclaimed are in all respects equal to those accepted upon first inspection.

Oxy-acetylene cutting and welding are routine production steps in the modern foundry.

From time to time the oxy-acetylene industry is in the market (or technically trained men. It offers splendid opportunities for advancement.

JOHN F.WILCOX Leiand Stanford University 1921 Crew Soccer

VINCENT DRADDY

Manhattan College 1929

Football 3 years Captain, 1928

Class Officer

President Letter Club

One of a series of advertisements featur-

of advertisements featur- 11 n serving this industry, j]

The Lindc Air Products Company — The Prest-O-Lite Company, Inc.,— Oxweld Acetylene Company — Union Carbide Sales Company — Manufacturers of supplies and equipment for oxy-acetylene welding and cutting.

UNITS OF

UNION CARBIDE AND CARBON

30 East 42nd Street [TH§

CORPORATION

New York, N. y.

US

TIIK TKCHNOCiRAI'lI

M,ir,li. IQJO

I'crsian Tilework of the Saracenic Period

(CoiilinurJ from I'a/jr 110) tutiirc liti'. With such a religion, in a country wliosc life was so closel>' connected with ceramics, it appears only lofjical that the Saracens, with their almost har- barcic love for the brilliant color which helped to minimize the effect of the fierce sun, should take natural- ly to that material which challenged their keen minds and which could so completely' satisfy all of their <ie- mands.

Not only did the religion of the Saracens tend to promote the erection of buildings not permanent in theni- selxes, \et decorated nith pleasing forms and colors, but it also placed prohibitions upon the use of certain decora- tive motifs such as the use in color and sculpture of all natural objects including human and animal forms. This lead to the development of that intricate form of geo- metrical surface decoration known as Arabeques. How- ever, like all prohibitions, which are contrary to human proclivities, this prohibition of natural forms was not always ob.served and \arious kinds of floral and animal forms (including the human) were used as motifs as the system developed.

Although the Persians of the medieval times pro- duced practically all varieties of ceramic products, it is their architectural ceramics that we have chosen to in- vestigate at this time. Most of the best of this work was

In Iter's Friize for Palan' of Darius I. Siisu

executed between the eleventh and seventeenth centuries. Like the ancient Persians, the medieval Persians encased their walls with an envelope of colored enameled fire- clay. Since the core of the walls of the medieval Persians was of burned brick, it coidd be quite a bit

thinner than that of tile ancient Persians which was of sun-dried brick.

.Although the medieval Persians did not find the enameled brick so satisfactory because of the limitation its rather standardized size and shape imposed, they did use it some and true to their nature produced some very excellent examples of that type of brick work.

It was in the development and u.se of thinner and more varied shaped units that the medieval Persians ex- celled. Nowhere in all the world at any time have they been equalled.

"Star-shaped" tile was one of the popular types used. These usually had eight points resulting from the placing of one square upon another, one of which had been re- \olved concentrically through an angle of forty-five de- grees.

"These tile were produced either by white clay, mi.xed with sand, or fashioned by .some inferior clay surfaced by a fine coating of siliceous slip or with a mixture of ,soda-glass, clay and oxide of tin. The aim in either case was a white ware, which could be decorated in delicate and minute patterns, geometrical, floral or animal, that could be painted on in cobalt-blues, maganese-purples. copper-greens or turquoise, with mixtures of these for intermediate hues. The designs were generally bordered by delicate lines of brownish black produced by a mix- ture of the oxides of iron and maganese to which per- haps a trace of cobalt was added. (Iver the whole of the painted surface a limpid alkaline glaze, often quite thick, was spread and fired just to fashion, «ith the result that a tile of crisp brilliant color upon a slightly toned white ground was produced."

The Persians also used the "star-shaped" tiles in com- bination with a cross-shaped tile. Upon these was used the lustre mixture that had been produced originally for their pottery and tableware.

While the general form of this tile was geometrical, the motifs used in its decoration were usually animal and floral. As in the case of the "stellar" tile, the spotted hare and deer were common motifs. The designs were .sometimes covered with the lustre and set in a blue-grey ground. Sometimes the process was reversed and the groimd was the lustred part. In either case small scrolls, curves, and dots were scratched upon the ground. The whole face of the tile was sometimes covered with ivory- white tin-enamel, especially in the earlier examples. The ground is a dark blue alakline glaze. The letters are in low relief. Scrolls and arabeques in white enamel or gold leaf add brilliance to the field between the dom- inating letters. While this variety of tile was not as common as some of the others, it is not surpassed in beauty and delicacy both of form or color by any of them.

The elements of the process used in producing the lustred tile were used first upon vases and pots with most excellent results. The secrets of its production seem to have been known almost by the Persians alone. Others tried to produce it, but their product was much inferior to that of the Persians. It did much for the beauty of Persian architecture from the thirteenth to seventeenth centuries.

"Faience Mosaic" was another type of ceramic prod- uct highly developed by the Persians in the fourteenth and fifteenth centuries. In this type of work the design is produced by cutting the tiles to fit the patterns, "opus sectile ' fashion.

"Faience Mosaic" is thought to have originated at Khorassan. The Persians adopted, developed, and used it very extensively upon numerous monuments of the fourteenth and fifteenth centuries. As was characteristic of the work of the Persians, the intricate patterns were

Mrurh. 1030

THi: TKCFiXCX^RAPH

120

Patents applied for in (A.- rniteil Xtalei and in Argen- tina, Canada. Colombia, Dutch East Indies, England, France, Germany, Holland, India, Italy, Japan, Mexico. Persia, Peru, Poland, Rumania. Trinidad. J'ene:uela. Australia. Dutch Uest Indies and Cuba.

To Illini Graduates and Students interested in Petroleum Engineering:

NEW RETURN BEND CUTS COST OF TUBE AND CRACKING STILL OPERATION

The Stockham Fantz-Type Return Bend is the answer to many of today's cracking still problems. It makes practical the use of special alloy tubes, because with this bend tubes are not rolled in. Disman- tling for cleaning is easy without destroying a single tube — any one tube may easily be replaced without damaging adjacent tubes. Down time is reduced to a minimum and through-put is increased.

Engineering students are invited to send for Stockham Fantz-Type Return Bend folder describing in more detail the features which are creating so much interest in petroleum engineering.

STOCKHAM PIPE & FITTINGS CO.. Birwinghaw, Ala.

Boston, New York, Philadelphia, Chicago, Detroit, Houston. Los .Angeles

MRS. K ATR F. STOCKHAM, 85

PETESCH. ex Chicajio Manage

n. W. STOCKHAM, '21

K. J. STOCKHAM.

STOCKHAM

(FANTZ-TYPE)

RETURN BEND

THERE IS A STOCKHAM FITTING FOR EVERY OIL REQUIREMENT ELECTRIC CAST STEEL— CAST IRON— M.\LLE ABLE

THK 'nX^IINOCiRAl'Ji

iMnnh, 1930

Pirsuui-slmprJ Tiles (13l/i and Ulli Crnlurics)

carefully worked out. The effect was very brilliant as the contrast in colors was usually great.

This method of decoration was spread into other countries where it was carried on with some degree of ex- cellence, but nowhere did it equal the work done in Persia. Either the borrowers had not the ability, or else they would not pay the price of time and patience the work demanded.

Another type of tile developed by the Persians was the glazed relief tile. They wvxt produced largely during the fifteenth century. Some of the best remaining ex- amples of these tile are at Samarkand and Buchara.

The decorative motifs are floral forms enframed by geometrical patterns all in relativeh high and rather sharp relief. The dominant color is usually cobalt blue.

I'ainIcA I'rnian Tilis frnm I'nla, r nj Shah .Ibhas

Hrown-black and white are often used on borders, bands, and inscriptions.

While a comparatively large surface of this type of decoration was undoubtedly vxry effective, it does not appeal to me as being the highest form of Persian tile work.

Early in the sixteenth century another new and bril- liant tile was produced by the Persians. It is known as

Damascene ware and like the lustre tile which dated from the thirteenth century, it owes its origin to the efforts of the potter in the production of vases and other table ware.

The tiles were rectangular in shape and were usually of a fine grade of white clay. The decorations were in very brilliant colors and were painted upon the tile after it had been covered with a thin white "slip." Floral forms usually slightly conventionalized made up most of the decorative motifs. As with other types of tile they were some times produced in repeating patterns, but some marvelous examples of this work can be seen at Ispahan upon the palace of Shah Abbas I and tomb of Abbas II in which the tiles are not repeated at all. Persia must have been exceedingly rich at this period because this tile which was so brilliant and beautiful but which was ex- ceedingly costly in production was very popular. It was used extensively upon all kinds of buildings which they wished to make beautiful such as palaces, schools, and tombs.

Like all of their work it was imitated by others of their day and since, but as is so often the case, the imita- tion did in no way e(iual the work of the Persians. Even among the Persians, the work lost in perfection and to- ward the middle of the seventeenth century the art had fallen far from the pinnacle which it had reached in the late sixteenth century.

Still another type of work which the Persians of this period produced and in which as usual they excelled was the pictorial title. The motifs painted upon these tile were generally of human and floral forms with which idealistic scenes were pictured. Unlike the earlier w-ork the colors used in these tile were not limited to two or three but included a great variety. Pictorial tile was de- veloped at Ispahan presumablv under the reign of Shah Abbas I.

In my opinion it is a long way from the beautiful earlier Persian products of glazed and lustred tile, the faience decoration and the Damascene ware to this late work in which their association with other nations is evident. They are beautiful in a way, but the unity and directness is gone; the colors are not pure. The motifs used are inferior to those of the earlier work. In fact no other scheme of decoration could quite equal in its fit- ness to tile, the intricate geometrical forms developed while they were observing the dictates of their religion.

One other ceramic product used in architecture by the Persians might be mentioned. It is commonly known as "Tile-stucco IVIosaic" and consists of ceramic units laid in intricate interlacing patterns, the spaces between which are filled with stucco. The tiles were often blue, green, buff and salmon-colored while the stucco was

Marrh. l^'.W

THK TFCHNOGRAPH

TIME-THAT TOUGH OLD TESTER.

I

Meet Time, that tough old tester of everything in this world. To his aid. Time calls all the destructive forces of the universe. Years come and go, storms and sunshine, heat and cold maUe their accustomed rounds, while Time, the tough old tester, broods over the world, trying, testing, destroying.

Yet Time, the tough old tester, does have his troubles. Against one material devised by man. Time and his serving-men falter. That material is genuine Puddled Wrought Iron — the metal of which Reading 5-Point Pipe is made. Watch for the next coming of Time, the tough old tester — you can learn about pipe from him. READING IRON COMPANY, Reading, Pennsylvania

^m4ps^

GENUINE PUDDLED WROUGHT IRON

EADINC PIP

For Xour Protection. This Indented Spiral Forever Marks

D I A M E T I

1/8 TO 20 INCHES

Science and Invention Have Never Found a Satisfactory Substitute for Genuine Puddled Wrought Iron

l.U

'IKC'IINOCRAl'll

M,i!,h. 1^30

TO T

CHALLENGE IMAGINATION

M,inl,. l'J30

THE TIXTIXOCiRAI'll

133

To provide telephone service of na- tional scope, to manage and develop properties valued at more than three and three-quarter billion dollars, to maintain an organization of more than 400,000 people at highest efficiency — such work spurs the creative thought of men of the highest calibre.

Within the Bell System many have U achieved outstanding success. Their work

is not only in pure science and engineering, hut in organization and management, in salesmanship, financial administration, eco- nomics and the many other fields vital to the growth of so great an enterprise.

Because of these men the Bell System is able to furnish the best all-around telephone service in the world. A progressive policy puts at their disposal every aid that a great organization can give.

Western Electric

M E ETS TH E C HAL LE N G E with manufacturing skill

)^ ^ ^

As the science of telephony develops, the im- provement of existing apparatus and the devel- opment of new types bring withthem the needfor constant change in manufacturing procedure.

A recent achievement in the manufacture of telephone cable illustrates the Western Electric Company's answer to this problem. The new cable carries 1818 pairs of insulated wires, 50% more than any previous one, yet it is no larger in diameter.

This cable makes feasible a 50% mcrease in the capacity of many existing underground telephone conduits. It will thus do away with the necessity of tearing up many streets to provide additional service and will prevent further overcrowding of pipes and wires under the street surface in congested districts.

Such a development saves time, money, ;„ igjo a single cahle and space. It benefits not only the Bell System *"''/■' '"<"■' I'-'rts than

' ^ ^ JiJ all these poles in

but the public at large. 1S90.

BELL SYSTEM

%A nation-xviae syilem oj :nt a- con n e i t ing t eUphonii

"OUR PIONEERING WORK HAS JUST BEGUN

134

THi: TKCHNOGRAPH

M/irrh. 1930

usually gray. Not only wvw intricate geometrical i>at- tcrns worked out, but quite often inscription from the Koran were used.

W'hile this work caiuiot be called exactly tile work, I like the effects that were produced by its u.se nuich more than those of the later and more pictorial tendencies.

But what ever the Persians of thi.s period did in the way of ceramics they were far superior in it to the other nations. It is true that, being a country so completely saturateil with contacts from other coinitries, their work often shows this influence, but it is always handled in a Persian manner. They not only developed their own intricate geometrical motifs, but adapted many floral and animal forms from the Assyrians, Babylonians, Chinese, and Indians to produce the most beautiful tile work the world has ever seen.

As their religion spread, their arts went with it and affected the life and work of such countries as Syria, Turkey. Egypt. North Africa, and Spain. From these countries effects of it shifted through to all parts of the world. Through our association with things Spanish, we are pri\ileged to enjoy the art of that ingenious race.

Not oidy may we enjoy it but we may study it and perhaps learn some of the principles of its production and use. The possibilities for the use of colored tile in the I lu'ted States today are great. We have an abundance of all the materials necessary for its production. We have a natural need for it — not as the Persians, to soften the effects of their brilliant siui which they so effectively did by the use of cool blues and greens as their dominat- itig note, but to add a little color to our lives which are influenced for abovit three-fourths of the time by the greyness of our climate. Even in the summer their bril- liance would only be in key with the brillance of nature.

We have, rapidly developing in our own country today, a building material which without doubt is destined to greatly effect all our buildings. Concrete with the aid of steel is solving the modern demands which will eventually free us from that bondage that has dominated our work so far. Concrete is very sympathetic to the use of tile inserts, and I anticipate a great future for that material which is more durable and brilliant than i»s rival, paint upon crete. Upon the interior, also, great strides have been made, but the surface has only been scratched.

While it is natural that since the citizens of this country, only shortly removed from older countries, should build in the manner of their past homes, I believe that we are in the midst of a formative period from which an expression of our life and philosophy will be evolved. 1 do not believe that we shall divest ourselves completely of all influences from the past. It is my opinion that that is not even desirable. The lessons and principles to be learned from them are far too valuable, (^ur heritage is too great. It remains for us to become the masters and not the slaves of this heritage.

The Problem of Mine Illumination

(Conlinurd from Paije lU) volt circuit, supplied by the mine power plant. This is especially true in mines which use electric lamps to keep them dry, and electric railways to transport the ore or coal from the miner to the shaft. In most mines of today the shaft, turnouts, and the switching points are lighted with large electric lamps. The advantage of this type of illumination is the reduction of accidents in the mine, which occur far to often. In one mine in Montana, a copper mine, electric lights are used by the miner in his regular \\ork also. The nu'ner lights his charge, flees

from the spot, dragging his portable ligiit witli its trail- ing cord with him. Then he returns to the spot, hangs his lamp from a timber, and begins his work with the light illuminating the entire area in which he works. The light has a reflector on it to prevent glare on the eyes of the miner, and gives about 10 candlepower. (^n the drifts there are also electric lights at frequent in- tervals. This mine is one of the best equipped in the country. While mainly an experiment, the improved lighting must be giving results, or the mine owners would not continue to use it. Reduction of accidents, and in- crease of efficiency pay dividends.

With existing methods of mine lighting there are many troubles and difficulties. The Bureau of Mines issued a bulletin in 1924, relative to the use of open flame lamps in mines. "An open flame lamp and the presence of gas in a mine constitute a vicious hazard." These words make up the greater part of the report. It goes on to say that even though the mine may not have a trace of gas, the po.ssibility of gas accumulating or ap- pearing when a vein is tapped is so great that the open flame lamp should never be used. Some mines have the gas pockets located and fenced off, but this is very dangerous, says the bulletin, since the careless miner will eventually stray into the dangerous district, or the gas may move to an unprotected location. From 1907 to 1924, 102 explosions occurred, 2,341 men were killed in mine disasters, all due directly to open-flame lamps. If the explosions which \\ere believed to have been caused by open flame lamps are added to this total, the men killed total about 3,000. Since 1924 there have been more explosions, which would add to these figures.

The case, in so far as safety is concerned, seems clearly against the acetylene lamp, and in favor of the electric lamp. However, the former has some advantages over the electric, which should be considered when a new type of lamp is developed. The acetylene lamp is very much lighter than the electric. The average weight of this lamp is about eleven ounces at the most, when fully loaded with water and carbide, and will burn about two hours with one charge of materials. Additional carbide can be carried by the miner in tin cans, and the cans placed near his work. There is always enough water in the mine to more than fill the lamp. The electric cap lamp weighs from five to eight pounds. This weight must be carried around by the miner continuously, and the heavy battery on his side make his movements un- natural. When the miner must work 6,000 to 8.000 feet below the surface the heat causes him to almost strip, and the chafing action of the battery on his side com- bined with any splattering of alkali or acid makes the miner rather luicomfortable. In Illinois in September, 1928, a group of miners went to the state legislature to demand that that body pass a law forbidding the use of the electric lamp in mines, citing the above reasons. The, law was not passed, but the miners evidently had a real grievance. The electric lamp must also be recharged after each shift, since the battery has a capacity of eight hours only. This work must be taken care of by the mine owners, and this also means that the upkeep of the lamp is at the expense of the mine owners. The acetylene lamp requires little care to keep in operation, and this is attended to by the miner.

Centralized illunuiiation is without question the best means for lighting permanent passageways in the mine, but in the regions where the miner works alone, the long trailing electric wire from the source of electricity to the miner is so great a disadvantage that this method of lighting is seldom u.sed. When new mining equipment is developeil so that there will be machines to do the

m,inh. 1030

THE TECHNOGRAI'H

135

TRADE^

Dovv:

ONE of the intercsliug parts of the Dow Plant is this modern, completely equipped machine shop — an important factor in our continuous 24 hour a day operation program. Every facility is avaU- al)lc for the building, repairing and main- tenance of the tremendous amount of mechanical equipment needed to produce the ISO highest quality chemical products manufactured at Midland.

With this modern mechanical equipment so readily available, each of our 175 graduate chemists, physicists, and mechani- cal engineers is assured of utmost coop- eration in following thru his developments to completion.

The maintenance of a compleloiy (-(piipped organization, plus the whole-hearlcd co- operation of an entire personnel, has been responsible for many new and important developments beneficial to general indus- try. Consequently it opens the way to broader opportunities for our men as well as our customers.

THE DOW CHEMICAL COMPANY

MIDLAND ' ' MICHIGAN

136

Tin: 'ITX'lINOCiRAIMl

Marrh. I '^30

"Hotv can I best inspect tools?''

precision

A manufacturer said to us: "I must measure a number of templets frequently. Great ac- curacy is imperative. An optical method mav speed up the process ..." The B. & L. Toolmakers' Microscope— used in many other industries— was the simple solu- tion to this problem.

In every phase of industry special optical instruments are solving problems of inspection and pro- duction control better and more economically. Bausch & Lomb scientists have studied many in- dustrial fields. Their experience may be invaluable to you. Call on them.

BAUSCH & LOMB OPTICAL CO.

635 St. Paul St.

work, with men usfd only to f^uidc tliL- inacliiiics, this type of illumination will be used.

IIh' probk'in for engineers interested in mine illumi- nation is a great one, and it will pay the men who solve it. What must be done now to aid the miner is to de- \elop a cap type lamp which will combine the good points of all of the lamps. It should be light in weight, since a heavy one is obvioush' uncomfortable and in- efficient. It should be self contained, — that is, there should be no heavy battery to be carried about by the miner, and no long wires with which his hand or arm may become entangled. However, the lamp .should be operated by electricity, since the open flame lamp is too dangerous to be used.

This brings up another point \\ iiich must be con- sidered. The trained miner can tell by the appearance of the flame of his acetylene lamp the amount of o.xygen in the air, and can thus foretell the appearance of "black damp," carbon dio.xide. When the oxygen content gets below thirteen per cent, the acetylene lamp will go out, and this is about the lowest amount of oxygen that a man can breathe and still move. The electric lamp of course keeps on burning whether there is any oxygen in the air or not. and can therefore give no such warning. Some kind of detection apparatus must be devised whereby the miner will be warned of the presence of the gas. One such device has been experimented with, but as yet nothing much has been done with it. A palladium strip with a current of electricity passing through it was found to display certain characteristics when in the presence of the "black damp." However, the effect is not striking enough to be of practical value to the miner. More work along this line must be done before anything worth- while is found. Other devices have been suggested, from

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The sixth's EN SE of Industn'

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INnICATI^C RECORDING CONTROLLINt;

I3S Tons of Steel in Generator Rotor

Rotor forcing lor 115,000 k w ., ISOO r. p. m. Alli^-Chalmers lurbo-Generator. This is probably the largest steel forging ever made, being approximately 42 feet in length and weighing 26V, 000 pounds.

The completed unit will he installed at the Waukegan plant of (he Public Service Company of Northern Illinois, and will be the fifth large ."Mlis-Chalmers unit in this plant, previous units being rated 25,000 k. w., 35,000 k. iv., 50,000 k. w. and 65,000 k. w.

.\llis-Chalmers now has on order large Steam Turbine I nils totaling nearly 600.000 horsepower.

AILLiS-CHALMERS M/INUFACTURINGfO.

1 MIUWAUKCE, WIS. U.S.A. V>

Poiver, Electrical and Industrial Machinery

Manh. 1030

THE TECHXOGRAPH

\M

WHEN ocean liners and tramps slip into friendly harbors, it is possible that explo- sives have cleared the v^ay to a safe berth- Explosives remove the hidden rocks v^hich menace navigation; the same tool of civilization blasts the huge stones, v/hich, as breakwaters, protect harbors from angry seas. Docks, piers, and countless construction jobs that are indispensable to marine safety and effi- ciency, can not be undertaken without explosives.

Guarding the world's shipping is just one of the many ways — on land and sea and under- ground— in which explosives are helping to advance our civilization.

In these achievements, Hercules explosives have played, and will continue to play, an im- portant port.

As an engineer, you probably will want to know more about explosives. Writef or a copy of Dynamite — The New Aladdin's Lamp.

HERCULES POWDER COMPANY

INCORPORATED)

941 KING STREET,

WILMINGTON, DELAWARE

1 38

THE Ti:CH\()r,RAl'H

March. IQJfl

thi- canary of the aiiciciif miner, special safety oil lamp adjusted to go out when the oxygen content goes below a certain minimum, to continuous chemical analysis of the atmosphere, but the only one which is used at all is the oil lamp, and this but seldom, because two lamps are re- ipiired.

The ideal miners' cap lamp that is being discussed, should be made so that it is easily recharged and made read\- for operation without going through a long charg- ing process. For acetylene lamps there are located at various points in the mine, cans of calcium carbide, so that in case of a disaster which entraps a group of miners, these men can h.ive light if the> locate one of the cans. As for the electric lamp of toda\' the lamp burns eight or ten hours and then goes out; it must go through the charging process at the mine power plant, before it is ready for use again.

The battery of the lamp should have no acid or alkali, or if these are present, the container should be of such nature as to be non-spillable. This means that no fumes or gases are to be given off by the battery during discharge. In addition to all of these requirements, the electric lamp should be so simple in operation that the intelligence of the average miner will be comprehensive enough to master the details of operation and recharging.

This gives an inkling as to what must still be done, and what fields still remain open to the engineer in the problem of mine illumination. It is something which has been inherited from previous generations of underground operations, and it remains to be seen whether or not modern engineers can work it out satisfactorily. The miner should have, and is entitled to good light and safety.

Railroad Signalling

(Conlhiur,! from Page US) train is leaving the branch, it is protected from main line traffic.

In (Fig. 7) the two primary movements of interlock- ing, that of one lever locking others, and that of one lever being released by one or more more others, are illustrated.

2 locks 4 3, 4 release 1

Before the signalman can move the lever at all he must raise the catch handle and withdraw the catch rod, to which it is attached, out of the notch in the quadrant plate. On the catch rod of No. 2 being raised, a move- ment is imparted to the tappet in the direction of the arrow which drives dog D^ out of the notch, and as both dogs, D^, D-, are riveted to bar I?,, D, is driven into the notch in No. 4 tappet, locking lever No. 4. Thus, be- fore any actual movement of the lever itself takes place a conflicting lever is locked.

To consider the other mo\ement, it is seen that lever No. 1 cannot be moved, as D, ri\eted to bar B is entered in the notch in the tappet and caiuiot be driven out as I), and D;,, also riveted to bar B, have no notches offered to them to enter. On the catch handle of No. 3 being raised, the tappet is moved so that notch N is lowered so that N is offered to D.. No. 4 lever is similarly operated, and a notch is offered to D .. No. 1 lever can now be pulled over.

5. Automatic Block Sicxai.lint,

The next step in the elimination of the human element in signalling and train control was to make the entire system automatic, that is, to make the train itself control the signals before and behind it, making it im- possible for accidents to happen because of the negligence of a signalman. Even in the early days of railroads the

idea of operating the block .system by purely automatic means was proposed, and patents were taken out on several plans, most of which had little of practical value. Track circuiting was unknown, and before it was de- veloped the only method of controlling automatic signals was by means of treadle contacts of some kind actuated by passing trains at intervals along the line. There are still a few examples of this method, notably on the Paris Metropolitan Railway. The fundamental defect of this system is that the control of the signals is not continuous, but is set and released at intervals.

After the invention of the track circuit, a means was provided for a continuous control of the signals. Auto- matic signals have been so nearly perfected that the per- centage of failures is negligible. In addition to their re- liability, they are more economical than the manual sys- tem, and provide an eas\' method for automatic train control.

There are four systems of automatic signalling in use in the world today. The most conunon is the all-electric signal. In addition, there are a few installations of electro-pneumatic signals, low-pressure pneumatic signals, and electro-pneinnatic signals. All of them make use of the track circuit for their control.

The all-electric system, as stated above, is most used, especially in the United States. A brief explanation of the working of this system follows :

The secondary circuit, which is opened and closed by the relay of the track circuit, furnishes the current for an electric motor which operates the signal. When the track circuit is in its normal condition, that is, when the current is flowing through the relay, the relay is en- ergized, and the magnet keeps the secondary circuit closed. This secondary current operates a motor which raises the signal to a "clear" position. When the "clear" position is reached, a mechanical device shuts off the cm- rent, stopping the motor, and at the same time operating a brake which holds the signal in position. The brake is held by a magnet energized by the current. When the track circuit is shorted, the track relay is demag- netized, the secondary circuit is opened, and the magnet holding the signal brake is de-energized. This releases the brake, and the signal arm drops by its own weight to a horizontal position, indicating "danger."

This system has been modified so that the signal is normally at "danger," and an approaching train clears the signals ahead of it provided the track sections ahead are not occupied.

The method described is limited to two-way signals, that is, "clear" and "danger." Three position signals, allowing for a caution or speed signal operate on the same principles, but are not so simple in their operation.

The electro-pneumatic system has been used in Eng- land to a large extent. In this type, the power is furnished by compressed air, at a working pressure of about 60 pounds per square inch, which is fed into the air main at different sub-stations on the system. Smaller pipes are taken from this main to the signal and train- stop electro-pneumatic motors. These motors are com- posed of an electric-magnet, and a piston and cylinder. When the track relay is energized, current flows into the magnet, which attracts an armature. The movement of the armature opens a pin valve which allows air to pass into the cylinder, pressing down the piston. A rod connected to the piston is coupled to the signal or train- stop mechanism and when the piston moves, the me- chanism moves. When the track circuit is occupied, the current is cut off in the magnet, the armature is re- leased, the air is cut off, and the weight of the rods forces the piston back and the signal goes to "danger."

M^rrh. 1930

THK TECHNOGRAPH

l.in

RECOGNIZED

LEADERS

•'J'tSiT-j'^'Ci' ;»«C.3«'ivl-.5i»V <

r-A*.r».*7itv>?*^--

^^-^

*jj<*

KOEHRING

Pavers, Mixers; Power Shovels, Pull Shovels, Cranes, Draglines; Dumptors.

INSLEY

Excavators; Concrete Placing

Equipment; Cars, Buckets,

Derricks.

T. L. SMITH

Tilting and Non-tiltinK Mixers, Pavers, Weigh-Mi\.

PARSONS Trench Excavators. Backfillers.

C. H. & E.

Portable Saw Rigs. Pumps, Hoists, Material Elevators.

KWIK-MIX

Mixers — Concrete, Plaster

and Mortar.

Join for Greater Service To the Enqineer-Builder

T

I HE Koehring Company, well known among stu- dent engineers for its leadership in the manufac- ture of concrete pavers and mixers and its activ- ity in concrete research, has combined with the Insley Manufacturing Company, T. L. Smith Company, Parsons Company, C. H. & E. Manufacturing Company, and the Kwik-Mix''Concrete Mixer Company to form the National Equipment Corporation.

Each one of these companies has been a pioneer and a leader in its field — each one is a familiar name wherever construction work is in progress the world over. Their products of quality have exemplified theintegrity of each organization and brought confidence over a long period of years.

Now thev are united in National Equipment to give still greater service in manufacturing construction machinery of super-quality. In this greater organization coopera- tive engineering and research become a realization — N. E. C. is an operating unit with greater facilities to develop and perfect construction equipment. It is a pioneering step for increasing achievement.

National Equipment Corporation

Afilwa uRg g

140

THE tecii\()(;r.\imi

March. J 930

Sectional view. Fig. 106 Jinkins StanJard Bronze Globe Valve. Arrow indicates rineuable, ttsilient diic.

On guard!

A skillful fencer with a good blade presents an ever alert guard to every thrust of an adversat)'. It's the combination of expert fencer and good blade that wins.

Another winning combination ... a combination that makes a trustworthy guard for every piping . . . is a Jenkins Valve with a Jenkins Disc. When a Jenkins Valve is closed, it's the specially com- pounded, renewable, resilient disc which presents an impassable guard to the flow of any fluid.

Jenkins Valves of the globe, angle, cross, check and "Y" t)'pes are fitted with a Jenkins Disc of the compound exaaly suited to the sers'ice . . . whether hot or cold water, steam, solvents or process fluids.

Send for a booklet descriptive of

Jenkins Valves for any type of

building in which you may be

interested.

JENKINS BROS.

80 White Street . . . New York, N.Y. 524 Atlantic Avenue . . . Boston, Mass. 133 No. Seventh Stieet . Philadelphia, Pa. 646 Washington Boulevard . Chicago. 111.

JENKINS BROS.. LIMITED Montreal. Canada London. England

Jenkins

VALVES

Since 1864

The electro-gas system operates on much the same principle as the electro-pneumatic type, except that the power is furnished by carbonic acid gas. The gas is stored in steel cylinders at the foot of the signal mast, and must be replenished from time to time.

The fourth type of control is the low-pressure pneu- matic system. This is similar to the electro-pneumatic system, except that the pressure of the air is about 2^ pounds per square inch in the mains, and about ,S pounds per square inch in the branch pipes to the motors.

Markham Yard

(Coiilinuci from Pai/i- 106) modern practice for cla.ssification yards was power operated switches, controlled from one tower for the whole yard. This equipment consisted of electro-pneu- matically operated switches and the usual push-button machines, air lines and other incidental equipment.

The grades are such that under most free running conditions the car will not accelerate after leaving the last retarder. One 675 cubic foot air compressor will take care of the entire retarder system which includes the retarders. switches, and skates. One machine controls the whole system within the limits of its particular tower. The retarder controls have six positions — off, exhaust, 25 pounds, 50 pounds, 75 pounds, and full pressure.

The car retarder itself is, in effect, a car brake, and performs the same functions. It is an arrangement of brake shoes placed alongside and parallel to the track rails. As the car moves over the retarder the shoes are forced against the inside and outside faces of the wheels by compressed air acting on a piston which, through levers, transmits the force to the brake shoes. The effect on the car is the same as if either the hand brake or air brake had been applied. The retarder system in the north-bound yard at Markham consists of 121 car re- tarder units containing 7,872 feet of retarders, 6Q power operated switches, and 65 power operated skates. This is the largest car retarder system in the world.

On every classification track about 50 feet beyoiul the last retarder a skate placing mechanism is installed. A skate, or skid, is merely a device for stopping a car in an emergency. It is a casting or forging which is placed on the rail in front of a car. The car runs onto the skate and the skate then slides along the rail, but sliding friction being .so much greater than rolling friction, the car soon comes to rest.

The hump in the north-bound unit has been designed to be used as a mechanical hump at the apex and with a 60 foot- 150 ton automatic recording scale located be- yond it. The distance from the center of the hump to the center of the scales is 101.5 feet with .iS feet of 3.2~i per cent, gradient between. This affords a maximum weighing speed of seven miles per hour. It is approxi- mately 3,000 feet from the scales to the lower end of the classification yard and the gradients have been fixed to give a velocity of 11.7 miles per hour at the entrance to the classification yard. The scale is laid on a one per cent, descending gradient, beyond this a three per cent, grade for 95 feet, next there is a two per cent, grade for 158 feet which connects with a one per cent, grade through approach to the yard.

Markham yard is designed to operate 24 hours a day; hence adequate and efficient lighting is essential. Powerful batteries of electric projectors atop steel towers 00 to 120 feet high. Forty-five projectors are used in illuminating an area of approximately 12,000,000 square feet. These lights are so powerful that comparatively small type can be read at a distance of 2,000 feet. The

Mmrh. 1930

THE TKCHXOGR Al'H

141

PALMOLIVE BUILDING, CHICAGO, ILL.

Ilolabird it Ruut, Architects

A New Chicago Skysei-apor

THE Palinolive Biiikliiig, (lliicago, allliougli coiiiplctod only a sliort time, is already a famous office building. It is served by 12 Otis Signal Control Elevators for passenger service.

In such an outstanding structure as this it is imperative tiiat nothing but the finest equipment be used and Otis Elevators, witii their world-wide reputation for safety and reliability, were the natural choice.

Over 75 years research and mamifacturing experience arc behind Oils Elevators, which arc made by tiie same organization tiiat has pioneered the way with every imi)ortant development and major improvement in the entire field of Vertical Transportation.

One „f thr r„rlv

l,l,„sr^ nf I mind

Tran:<pint(itiun

OTIS ELEVATOR COMPANY

OFFICES IN AiL PRINCIPAL CITIES OF THE WORLD

^ . l!i4«^~.'.-S2<5J-y;,

142

Tin; '1'1X"11\()(,R.\PH

M/inh. I9.W

Wm

Automatic Lubrication

—for all units in the column, the driving clutch, and the knee mechanisms of the

Brown & Sharpe Standard Milling Machines

THE lubrication system of the Standard Milling Machines is an important as- surance of a long lifetime of efficient per- formance.

Filtered oil is automatically supplied to all bearings within the column and in the driving clutch by a plunger pump, assuring ample lubrication. A gauge on the side of the column indicates the pressure. A separate pump— cam driven— supplies oil to the knee mechanisms.

This assurance of plenty of oil to all moving parts increases the life of the ma- chine and eliminates the uncertainties of hand oiling.

BROWN 1^ Sharpe

BROWN&SHARPliMFG.CO. ([1^} PROVIDENCE, R. I., U. S. A.

illimiination is sufficifiit for efficient operation of the .\'ar(i at night even in foggy or stormy weather.

The yard is equipped with a pneumatic tube system, whereby messengers are eh'minated and bills, switching lists, reports, and messages are dispatched between various points in the least possible time. A previous installation of steel pipe covered with tar was destroyed by the cor- rosive action of the cinder ballast and soil. The new installation was placed above ground as far as possible and properly insulated wherever it was necessary to put it underground. The hump yard offices are also connected with a loud-speaker system. A telephone system connects control points in the yard.

A modern mechanical terminal at the south end of the yard includes an engine house of 48 stalls, a double track 3()()-foot deepwater cinder pit, a 1 ,2U0 ton coaling station, machine shops, storehouses and other buildings. This terminal is capable of handling 150 locomotives daily. A duplicate installation of engine house and cinder pit is contemplated for the future.

The total cost of Markham yard is $12,285,889.48.

The Talking Beam

(Continuid from Paiji' 112) tensity due to the sixty cycle current, although invisible, was picked up by the photo-electric cell. Even the ripple in generated direct current was noticeable when the lamp was only a short distance from the cell. Using a one thousand watt lamp, this set-up has successfully trans- mitted sound over a distance of one hundred and twenty feet, and indications point toward a still greater range.

A development of this kind, might some day, replace radio communication for a time. It is the height of directionalism, is less easily interpreted than a radio

■

signal, and nught be made inxisibie by tile use of ilark light. However, the disadvantages are very great; the talking beam in its present state is useful for relatively s'lort distances only, requires a large variety of equip- ment and power, is easily screened, and would probably

March. 1930

'WW. TKCMNOCRAIMI

14.^

The NewM ASTER

PAVER

A BRUTE foiWORK

MORE powerful . . . sturdier . . . faster . , . lower in height . . . simpler in design than ever.

Water control is accurate. It is not oFFected by grades or by sudden starting or stopping of the paver when tank is discharging into drum. Adjus+ment is mode by a hondwheel carried to opera- tor's platform. Water valve, non-by-passing type.

The traction reverse bevel gears and the jov/ clutch are now included in the main gear unit.

Reduction gears and traction reverse gears with their clutches are now mounted in main gear box.

Another enclosed gear box takes care of the power discharge and boom bucket gearings.

A third enclosed gear box is used for the power boom swing.

Two speed traction.

Boom swings through on ore of 170 degrees.

Powered by a 6-cylinder, heavy duty, 65-70 h. p. gasoline engine.

Start the New Master 27-E Paver earning profits for you.

Send fodoy for fhe Bullefin

Ransome Concrete Machinery Company

18S0 — Service for 80 Years — 1930

Dunell€ti New Jersey

144

TiiK ti:ciin(k;r.\i'h

Man I,. I 'J JO

Serving Public Utilities

THE leading public service compan- ies and industrial steam generating plants throughout the country use Bailey Meters because they are essential to the well-organized plant — the plant that accounts for its heat units as care- fully as for its dollars.

The high standards of efficiency that prevail in these modern power stations reflect the profitable operating economy assured by Bailey Meter Control.

Bailey Meters keep complete account of all important operating conditions. By their use, you can determine the fuel and stack losses, as well as check the fuel, steam and water consumption. These meters enable the operators to locate and determine the magnitude of the losses so they may be reduced to a mini- mum and the final results thereby im- proved. Bulletin No. 8 IB entitled, "The Heat Balance in Steam Power Plants" will show you how this can be done. Write for a free copy.

Bailey Meter Co,

Cleveland, Ohio

i:ed Coal FircJ Boilc

be distorted beyond ict();;iiirii)n b\' rain or snow, wlicn used out of doors.

The operation of tlie talking; beam is a close parallel to that of the rccordiii};; and reproducing apparatus use<l in making the "talkies." Realizing that the light valve is inferior to that used by the motion picture companies, the principle of operation is, nevertheless, quite similar. As a matter of fact the transmitting end coidd be used to record sound on a film, and the receiving end coidd be made to reproduce it at will.

Although the talking beam a|iparatus has but little practical value, yet it demonstrates in a spectacular manner many of the scarcely known principles involved in such widely discussed de\elopments as the talking mo\ies and television.

Steinmetz Camp Given to Ford

The little shack-like camp which the late Dr. Charles Proteus Steinmetz built for himself on a little stream flowing into the Mohawk River during his early years in Schenectady is to become a part of Henry Ford's great IVIuseum Americana at Greenfield, IVIich. The camp was offered to IVIr. Ford by Joseph L. R. Hayden, Dr. Steinmetz's foster son, and was immediately accepted by Air. Ford, who wrote that he will place it in the historic American village, orient it just as it was on its original site, and locate it on the banks of the River Rouge in a setting, duplicating as nearly as possible tliat which sinM'ounded it on the ]\Iohawk.

The Trail Up Popocatepetl

(Conliniii-d from Payc lOS) seen depths. We coidd hear rumblings and boiling, and the warmth of the lava on which we la>' told us some- thing of the fire below.

Little to see, and a sickening place to be, but it was a chimney of the world, and its grandeur thrilled us. Twenty years ago there was a crystal blue lake in the crater; now there is a boiling cauldron.

There isn't much you can do with a mountain after you climb it — except go back down. After a few minutes we commenced the descent. It was run and slide, always holding our speed down as mvich as we could, and catch- ing ourselves from time to time with our pikes. On the way we saw a large eagle in the snow, and later Calvo told us that further down they had seen a coyote chasing a deer. 1 was so tired that twice, turning my foot slightly on a rock, I fell headlong down hill, unable to catch myself with the pike.

We reached camp at 2:30 o'clock with four hours of liding ahead of us, and anxious to reach Ameca in time foi- the 6 o'clock train to Mexico City.

There were certain reasons, connected with our ride of the day before, that made Bealcr ana me hate even the sight of a horse trotting, but trot we did for an hour. The pack mule knew he was headed home, and set a good pace, but we soon saw we would not reach Ameca by 6 o'clock at that rate, so we took the lead and went ,it a gallop wherever the condition of the trail permitted it. The resvdt was that the nude sped up too. not want- ing to be left behind, and we made the trip in three hours and a quarter, lopping three-quarters of an hour off the time of Calvo, who had gone ahead.

The final touch to the day was made by the guides. They followed us to the train and in true Mexican fashion asked us for tips. It seemed disgusting to talk of such trivial things just then. We had just climbed Popo — in August.

^[an■h. 1930

THi: TI'CHXOr.RAPH

145

Holding Down Production Costs

Industry must be equipped to meet sterner competition. This means Industry must be "Timken Bearing Equipped," and to you student engineers, future guardians of the nation's industrial prosperity, will come the opportunity to still further broaden Timken's scope for economical production.

For Timken can carry this responsibility as no other bearing be- cause Timken carries all loads capably — radial or thrust, or both.

Lifting friction's load from power, production piles up into peaks. Maintenance cost swerves sharply into valleys. Lubricant ex- pense clings closely to zero.

Exclusive with Timken are these distinct advantages — Timken tapered construction, Timken POSITIVELY ALIGNED ROLLS and Timken-made steel.

It is through these advantages that Timken cuts production costs ...through them "Timken Bearing Equipped" has become a uni- versal guide for replacement of all types of industrial machinery — wherever wheels and shafts turn.

THE TIMKEN ROLLER BEARING COMPANY CANTON, OHIO

Kfl

Tapered Roller

EAM

146

THK TFCllNOCR-M'H

March. I'^JO

*§ohns Mtopkins, too ...

TAYLOR I^TOKERS

Choice of Americans Coilcges

Wherever scientific advance is greatCHt, whether in college, hos- pital, or industrial plant . . . where engineers of wide and accurate knowledge demand the best of couihuHtion machines for power and heating , . . there you will find lAYLOR STOKEKS.

Johns Hopkins University and Hospital, Baltimore, Md., world- famed educational and medical center, uses TAYLOR STOKEKS in its model heating plant. The selection of the Taylor Stoker hy this great institution testifies to its efficiency,reliability and economy.

Colleges and universities through- out the country have found in the TAYLOR STOKER a combustion machine that sums up engineer- ing progress in the power plant.

AMERICAIV EXGIXEERINO COMPAXY

11 A r a in i n £• o A v «> ■■ ii e

P ii i I a d «> I p li i ii . I* a .

^

INCE 167

STANDARD BY WHICH QUALITY IS JUDGED in all forms of

RUBBER INSULATED WIRE and CABLE VARNISHED CAMBRIC WIRE andCABLE IMPREGNATED PAPER CABLE , AND TAPES Manufactured bif\

^QN/. . . ' THE ,

^ <" Okonite Con^ The Okonite-Callender

SOI FIFTH AVENUE, NEW Yl

Index to Advertisers

Allis Chalmers 13^

American Engineering Company HC)

Bailey Meter Co.. 144

Bausch & I.omh Optical Co 13fi

Bell Telephone 1 32

Brown & Shnrpe....^ 142

Crane Inside Front Cover

How Chemical Co 135

Oiipont 149

General Electric Back Cover

Hercules Powder 137

IngersoU-Rand Inside Back Cover

Jenkins Bros 140

Koehring Co 139

New Departure 14S

Okonite 14^

Otis Elevator 141

Ransome Concrete 143

Reading Iron Co .v 1 3 1

Real Co-Op S. 102

Stockham Pipe & Fittings 129

Sullivan 101

ra> Inr Instruments 136

Tim ken 145

I'nion Carbide Co 127

Westinghouse 125

Worthington Pump 127

Mank. 1930 THK TF.CHN(^GRAPH 147

Dynamite clears the way for modern engineering wonders

The

Cascade Tunnel ••

Aiiioriea*s loiige$i«f rsiilroad tunnel biiill with the aid <»C DYXA^IITE!

A LITTLE more than a year ago, the Great Northern Railway trains hegan running through the Cascade Tunnel . . . a tunnel that pierces tiie (Cascade Mountains for nearly eight miles out in Washington State.

Engineering skill had finished another great job ... in record time. And dynamite helped to make it possible. Du Pont Dynamite was used in driving the pioneer tunnel ... in sinking a 622-foot shaft so that blasting attacks might be carried on from four primary faces. This niiglity tunnel shortens the route . . . eliminates troublesome grades and expensive snow-sheds . . . makes passenger and freight service more cnTicient.

Tlwjint Iruiii i/cu/.:, thiuuiih llw i>iii)cr barrier!

It Is only one cxaniplc of the use of dynamite in modern construction. Dynamite is indispensable in buiUlinj; highways, bridges, skyscrapers, dams, subways. It is a powerful tool which modern engineers could not well do without.

The du Pont Company has liad 128 years' experience in making and ini[)roving explosives ... in testing tiieni for all types of blasting operations. A wealth of informa- tion about explosives . . . and how to use them . . . is contained in the Blasters' Handbook, a copy of whicit will be sent you free upon request. It is not a textbook . . . yet it supplements your studies. You will find it valuable now . . . and tomorrow. Write for your copy.

B

t) EXPLOSIVES

E. I. ni^ POXT DE NE3IOIUS & CO.. In«-. EXei.O*»IVES l»EPT. Wn.>ll>ftTO>. OEI.

148

Tin: TIX'HNOCRAI'H

Mar.h. 1930

yioth tnc Drcadtn o\ a Cat s Whisker

Detwccn Oo and INo Oo

THE painstaking spirit of the medieval monk * has been handed down to the New Departure organization — and intensified in transmission.

Modern science has augmented the will to intensive effort with the ability to control the unseen and to detect the slightest deviation from exact physical truth.

Since much of the superiority of the New Departure Ball Bearings over other anti=friction devices is due to its precision of dimension, contour, and fit, a most elaborate and efficient inspection system has been developed.

Not only is every tenth man in the plant an inspector, but an average of 16,200,000 separate and distinct decisions arc made each business day as to the acceptance or rejection of bcar=

ng parts. A single bearing, for instance, must be within proper limits on 90 separate counts to avoid rejection, with a tenth of a thousandth of an inch as a common unit of measurment. In spite of these extraordinarily difficult standards set by New Departure engineers. New Departure special machinery — almost human in its operation ; with more than human dependability . . . production proceeds with very little waste of time or material.

Is it any wonder therefore that New Departure Ball Bearings have the name of being the precision product of the world.

The New Departure Manufacturing Com= pany, Bristol, Connecticut; Detroit, Chicago, San Francisco and London.

NEW DEPARTURE

BALI. B E A R T X G S

hgeissoU-Raiid

.^~.

A lom/iar record size,

i: the hig ihoveU the lirevioiis \il. in iolid hitiik. the flandard- ■e excaiattttg shoiel

GENERAL ELECTMC

^. "'^^ ■

o^ One-man shovel 9 Stories High

ONE man easily controls the excavating operations of the world's largest shovel, now stripping coal at Duquoin, Illinois. Yet this shovel weighs as much as 20,000 men.

Its 15-cubic-yard dipper can pick up, at one bite, enough coal to heat a good-sized dwelling for a year (about 16 tons). The highest point on the shovel equals the height of a nine-story building.

General Electric, a leader in the application of electric power to industry, installed the electric equipment, aggregating 5500 horsepower.

The planning, testing, and distribution of elec- tric equipment are largely the work of college men who are members of the General Electric organization.

JOIN rs I\ IHE GENERAL El.EClRIC HOUR, BROAD- CAST E\ERV SAIURDAV AT 9 P.M., E.S.T. ON A NA I'lON'-WIDE N.U.C. NETWORK

GENERAL

E L E C T R

COMPANY.

SCHENECTADY,

ilr,bei' oi tV

.rd

publlshjed at tl^^e ut\,iver3ily of lllii^oi^

lor muv 1930

er^eir^eenrjd^ college Tr^aoaziT^es associated

18 5 5

SEVENTY-FIFTH

ANNIVERSARY

19 3 0

Harnessing Niagara Falls to the washing machine

Valves

Cheaper power! Groping atter this modern touchstone to wealth, (.iekuled inventors slaved over perpetual motion ma- chines . . . informed inventors evolved the turbine . . . broad visioned men harnessed the rush ot" waters . . . engineers raised pressures and temperatures to produce more power without corresponding increases ot cost. While, step by step, this progress has taken place, the many men who have contributed to it could not know what tar- reachino; results it would have. Now the ultimate boons grow clear. Water power development becomes a national policy, steam bids fair to rival water power for cheapness, econom- ical 1\' produced power brings more plentitul goods, lights houses and hauls crowds in cities, is carried to rural sections to lift washdav drudgery from farm women's shoulders. Amonti; the manv industrial victories that are behind this revolution, none is more important than wider knowledge of pipino; materials and better materials. One of the highly prized chapters of our history is the contribution that Crane research and valve engineering has made to the general ad- \ance. The results of this research are embodied in a Crane book, Pioneering in Science. It is a fascinating story ot engi- neering develo]iment and a valuable reference work tor engi- neering students. A request will bring you a copy.

^CRAN E'

PIPING MATERIALS TO CONVEY AND CONTROL STEAM, LIQUIDS. OIL, GAS, CHEMICALS

CRANE CO., GENERAL OFFICES: 836 S. M ICH I GAN AVE.. CHICAGO

NEW YORK OFFICES: 23 WEST 44TH STREET

Branches and Sales Offices in One Hundred and Ninety-Jour Cities

Fittings

May. 1930

THK TECHNOGRAPH

149

WHAT YOUNGER COLLEGE MEN ARE DOING WITH WESTING HOUSE

(Equipping

A Cathedral of

Learning

for the University

of Pittsburgh

Nine years ago the University of Pittsburgh, then a hundred and thirty-six years old, faced an urgent need for larger quar- ters. To extend its restricted campus was almost out of the question, for a city had built up around it. The logical direc- tion for expansion was into the air.

American business had long before faced the same situation, and met it with the skyscraper. But no conventional business

building would satisfy here. Chancellor John Gabbert BoW' man envisioned a Cathedral of Learning, an edifice that would express the essential self of the steel center of the world, a structure with more power, more spirit of achievement and reverence in it than had ever before been attempted. A great architect put his soul into the making of the plans. Leading suppliers were called on tor the materials for the realization of Chancellor Bowman's dream. To Westinghouse engineers came the assignment of provid' ing the electrical and elevator equipment for this great struc' ture. Recognized as a great clearing house for electrical development, the Westing- house organization draws inter- csting assignments in every Icld of human activity.

H. O. KOEHLER

University of Ill.nois, "22 Appticalwn Engineer

H. J. PETERSON

University of Washuiglon. '26 Control Engimrcr

E.N.BALDWIN

Purdue University, '22

/nC.,n«ro/"Mecli,..iitjl

Design

Penn.sylvania State {'.illejn-. '25 fM Engmee,

C. F. CARNEY

University of California, "26 Control Engineer

Westinghouse (M

\i

150

rm. 'rix'iiNocR.M'ii

May. 1V.W

Illinois' Only (.'o-o/}erative Book Stores

:centuiy

!E^F behind

GOLF CLUBS

There is a certain subtle something about the "feel" of these clubs which just naturally impels you to have more confidence in your game.

Come in our store and swing a set of these clubs. You'll be particularly interested in a complete harmonized set, every club of which is built in the proper mathematical relationship with its mates.

You will also be interested in our other lines of merchandise. We carry a complete stock of sport goods.

Tennis Racquets as low as $3.00

Racquet Presses and Covers SOc up

Pennsylvania Balls 3 for $1.50 ( Pressure packed )

W c pay dividends on sp(>rti)ig iloods

202

SOUTH

M.VniEWS

I I I THE STUDENTS' SUPPLY STORES I ■ i^

610

EAST

1).\NIEL

niiinii ON THE BONEYARD

Only (^ D-iipcnttii-f liiiokstores

1-2 BLOCK FROM CAMPUS

M„y. 1930

Tin- TKCHXOGRAPM

151

The TECHNOGRAPH

INIVERSITY OF ILLINOIS

Miinlier oj llie Euyineering College Magazines .Issni'mlrd

\'0I.UME XLIV

('ontciits for May

The 3,0()(M)(I() I'ouiul Ti-stlnji .Miiclimc of the Afaterials Tfstiiiti Laboratory 153

Prof. ir. M. ll'ilson

Biiildinii the Coolidijc Dam 1'^''

Hriiir Jnhristoii

Modern Tendencies in Architecture and Their Influences I'pon Landscape

Architecture 157

Prof. Rcxfonl Wnfjinh

Highway Location in Mountaino\is C'ountry 1 ■>"

.1/. .V. Kitchiim

Missouri River Ini|iro\ement H'l

Don Jolinslonc

Editorials IW

Department Notes l^""

Alumni Notes If)^'

Contemporary Engineering News If'''^

Once Overs l/H

Among lis Engineers - 17_

Index to Advertisers 194

Members of tin' Etuiineering Colleeie Matia:ines Associated Chairman: Willanl \". Merrihuc, 1 River Road, Schenectady, N. Y.

Armour Engineer

The Iowa Transit

Iowa Engineer

Colorado Engineer

Nebraska Blue Print

Sibley Journal of Engineering

Rose Technic

Michigan Technic

The Ohio Stale Engineer

The Pennsylvania Triangle

Purdue Engineer

Minnesota Techno-Log Wisconsin Engineer Tech Engineering News Cornell Civil Engineer Kansas Slate Engineer Princeton E. A. News I.ell The Technograph Penn Slate Engineer Kansas Engineer Marquette Engineer Auburn Engineer

Oregon State Technical Record

Published quarterly by the Illini Publishing Company. Entered as second-class matter, October 30, 192

at the post office at Urbana, Illinois. Office 213 Engineering Hall, Urbana, Illinois.

Subscriptions $1.00 per year. Single copy, 30 cents

I'm I rcii\( )( ;k Ai'ii

May. I9M)

Mny. 1 9 JO

TllV. TECHNOGR.AFH

153

The Technogp^

Published Quarterly by the SlucJents of the College of Engineering — University of Illinois

Volume XLIV

Urbana, May, 1930

The 3,000,000 Pound Testing Machine of the Materials Testing Laboratory

Wii.iu R .\I. Wilson

Krsriiri It Prrjfrssor nf StriK tliral Eiujinicriii//

THK new Materials Testing Laboiator\ ot tlic L iii \ersity ot Illinois that houses the experimental work of the Departments of Theoretical and Applied Mechanics and of Ci\il Engineering, has just been com- pleted at a cost of S500,000 for the building and equip- ment.

The most conspicuous feature of the new laborator\ is the new large testing machine. This machine has a capacity in either tension or compression of 3,000 000 pounds, the clear distance between screws is 7 feet 6 inches, and the maximum clear height from the bottom of the compression head to the top of the bed of the machine is 38 feet 6 inches. The machine is located on the basement floor in the large crane bay of the Materials Testing Laboratory and occupies the full height of the building, extending 49 feet 6 inches abo\e and 15 feet below the basement floor.

The operation of the machine is parth mechanical and parth' h>draulic. The upper, or holding, head is connected by means of four steel keys to cast iron columns resting upon the bed of the machine. Keywa\s are provided at five elevations so that the head can be set at a corresponding number of positions to accommo- date the machine to various lengths of specimens. This head is used for tension tests onl\. The intermediate or pulling head ( the lower head for a tension and the upper one for a compression test) contains nuts at its extremities that engage the two main screws of the machine. This pulling head is raised or lowered to its proper position for a test by rotating the screws, there being no load upon the specimen when the head is shifted. The head having been adjusted and the specimens at- tached, the load is applied by means of a hydraulic plunger and cylinder, the load being transmitted to the pulling head through the main screws. The screws do not rotate during the loading process but serve only as ten- sion members, the pressure being produced by a move- ment of the h\draulic c\liiuler to which the screws are attached.

The action of the hydraulic c\linder and plunger differs from the usual practice in that the plunger is stationary and the cylinder moves. The cast iron plunger, which is 46 inches in diameter, is bolted to the

under side of the steel bed-plate whose top side is flush with the laboratory floor. The cast steel cylinder ex- tends below the plunger and is attached to the lower ends of the main screws. The hydraulic medium is a heavy grade of machine oil. When oil is pumped into the cylinder the pressure tends to force the cylinder down- ward, carrying the screws and the intermediate or pull- ing head with it. If a specimen is fastened to the inter- mediate and upper heads, the downward movement of the cylinder will produce a tension in the specimen; if a specimen is placed between the intermediate or pulling head and the bed of the machine, the downward mo\e- ment of the cylinder will produce a compression in the specimen. That is, the worknig stroke of the cylinder

/■;(^i■ nj Main l.ahoriilory Cnntaiiiinii l.arqc Trslinq Mailiinc

is downward for both tension and compression tests. By using the screws to shift the intermediate head and using the hyraulic cylinder to exert the force during a test, the pulling-head can be shifted quickly to any desired position and the screws are not rotated when subjected to a high tension. The cylinder has a stroke of 36 inches, and it

|S4

Tin: 'I'lX'iiNociRAi'n

May. I'^jO

is rctiirncil to its initial position at the frul ot a test by means of two pull-back ludiaulic lanis pr()\i(i((i tor the purpose.

The main screws, \i liiih are steel torginjis. lia\e an <)\erali length of ^7 feet S inches an outside diameter of \2 inches, and \\eii;h 1 1 tons eacli. '1 he screws arc

MiulnmiK, PulUn,/ Iliad oj 3,000.000 P,nuul T.slino Mii</iinr

threaded for a length of 38 feet 4 inches with a double square thread having a pitch of 3 inches and a depth of cine-half inch. The screws extend 49 feet above the laborator)- floor atid 8 feet into the pit. They are at- tached to the hydraulic cylinder and engage bronze nuts in.serted in the intermediate or pulling head. Acting as tension members, they resist the full capacity of the machine, 3,000,000 pounds, but are not turned when loaded and therefor are not subjected to combined ten- sion and torque.

The load delivered to the specimen is measured by means of an Emery Hxdraulic Support built into the pidling head of the machine. The Emery Hydraulic Support consists essentially of a reinforced diaphragm whose area subjected to oil pressure is definite and known. The reaction from the specimen produces a pressure in the oil which is measured by means of Emer\ precision gages. Three gages are provided with the machine, having capacities of 200,000, 1,000,000 and 3,000.000 pounds respectively. The small gages are pro- vided to give a greater sensitiveness at small loads. The graduations on the dial were made to correspond to the position of the dial hand when the gage was subjected to known pressures, the calibration being done personally by .Mr. Emery and Mr. Tate of the A. H. Emery Com- pany. The pressure cell is attached to the loading head in such a manner that the diaphragm is deflected in the same direction for both tension and compression tests. Ry having the h\draulic support in the loading head the specimen to be tested need not be supported on the bed of the machine but may be supported in any manner

subject, however, to the limitation that if the specimen, such as a long truss or girder, is supported on the labora- tor>' floor, the maximum load to be exerted cannot ex- ceed the dead weight of the machine, about 280 OOO pounds. The clear space around the machine is such that light trusses or girders 10(1 feet long can be tested and the load indicated on the gages of the machine.

In addition to the indicating gages, an electric auto- graphic machine records the pressure during a test. The pressure-indicating mechanism consists of a telemeter connected to the lu'draulic s\stem in such a manner that the telemeter actuates the pen of the autograph in the direction representing force, the lesulting chart being a time-load curve.

The pressure of the oil in the c\linder when the machine is working its full capacity is approximatel\ 1800 pounds jier square inch. The pressure is developed \xith a Hele-Shaw pump direct-connected to a IS h. p. motor having a speed of 1500 r. p. m. The pulling >peed can be varied from /,cro to three inches per miiuite and the maximum speed can be developed at full load. Also, b>- means of an automatic regulator the load can be maintained constant for a period of several hours.

The screws, operated by means of a 30 h. p. motor move the pulling head at a speed of 2 feet per minute.

The machine is operated and controlled by means of instruments contained in a steel cabinet located just oft

MiKhiiiinij tlif V.ylindir fni III, TnUnij Mailihi,-

of the bed of the machine. This cabinet contains the pressure gages, autographic recorder, hyilraulic control, and electric switches.

The oil tank, which has a capacity of 300 gallons, is supported on a steel frame located in the pit adjacent to the hydraulic cylinder. The pump and motor are on top of the tank. The motor drivuig the screws is set on a ledge at one side of the pit and just below the floor of the laboratory.

The testing machine is to be used jointlv b\ the de- (ConlinuiJ on I'aiji- ISSJ

Mny. 19 JO

Till; rKCllNOCKAl'll

155

I fsli'iim '"'•' IJouiisliium / /<icj ".' (.imtuliji' iJiun ,i>

Building The Coolidge Dam

Hrcce Johnston '30

ARIZONA is a land of great contrast. In lu-i southern and western areas are flat deserts, dry and bare except for their growth of brush and thorned cactus. But in the eastern and central portions are tabic huids and mountains that rise step upon step from the deserts below. Here in these highlands arc clear streams which cut their way through deep canyons and forests of pine ; streams which are doomed to disappear in the hot sand and dry air of the lowlands unless they are caught and held in reservoir.

When the desert is touched \\ith water it oflers a striking contrast within its own boundaries. Let one day of rain fall in the springtime and the bare sands will bloom over-night with a hundred kind of flowers; and when water is available for regular irrigation the desert yields a variety and abundance of crops that is unequaled elsewhere in our country.

The rivers of the desert arc generally not ri\ers at all, but dry sandy beds with only a small trickling stream at best. In the late summer months, however, there are sudden torrential downpours of rain which fill these dry stream-beds to over-flowing with muddy, swollen, flood- water. In the late winter and early spring the rivers are again moderately flooded bv the melting snow of the mountains, but it is during Ma\' and June, when the water is needed most, that the ri\ers are almost always dry.

The irrigation of the desert is accomplished by creat- ing storage reservoirs which are large eno\igh to catch and store the flood-waters and to i.ssue the water again as it is needed by the ranchers below. The Coolidge Dam stores up the waters of the (lila Rover at a point where it formerly cut its way through a box-canyon nine miles west of the old town of San Carlos, Arizona. 1 he reservoir forms a lake thirty miles in length when full, and can impound a maximum of 1, 70S 001) acre-feet of water, whereas the average flow of the river itself is only 400,000 acre-feet per year. These figures show that a period of three year utter drought can be taken care ot by a fidl reservoir, provided that only sufficient rain falls to equalize the evaporation from the lake.

Situated in the San Carlos Indian Reservation, the site chosen for the Coolidge Dam was remote from

transportation and power facilities. A great deal of prc- liminar>' work remained to be accomplished before actual construction could start. Congress had authorized on June 7, 1924, the appropriation of $5,300,000.00 for the building of the dam. The structure was to be built under the supervision of engineers of the United States Indian Service. One of their first acts was to con- struct a thirty mile electrical transmission line from Hayden, Arizona, to the dam site, to furni.sh power for construction, with the purpose in view of using this same line to carry electrical energy away from the dam when it is completed. With its long spans and high steel touers, the building of this transmission line across rugged mountainous terrain was no easy task, for there

.1/(1/. nf //;,

rilnry SiirrnuiiJirii/ l/ir

were no roads ami all material had to be packed across the cactus covered hills on burros. Another preliminary job was that of building a nine mile highway for use in trucking material and equipment from the railroad ware- liouse at San Carlos to the dam site. The Indian Service also made an exact reservoir siuvey to locate any prop- erty within its bounds which would ha\e to be con- demned by the government. In this coiniection it became necessary to re-locate about twenty miles of Southern

156

'I'lli: TIXMINOdRAl'Il

M,iy. I<JjI'

I'.-K-itu- Railway track at a cost rivaliii;; that ol tlic dam itsclt.

The (Icsijiii of CooIkIkc Dam required tin- iin estima- tion of many diverse problems. Studies of stream fh)w data and rain fall records of the pre\ious tiiirty \ears were made and these were factors which determined the size of the reservoir and fixed the correspondiiif; height of the dam. Test-borings were made at tlie dam-site to

Gravel Plant and Tram'ivay

determine foundation conditions. Various types of dams adaptable to the location were designed and cost estimates prepared for each. Special attention, however, was given to a unique design which has been called the "multiple- dome" dam by its originator. Major C. R. Oldberg, and it was this type which was finally decided on.

The multiple-dome dam consists of a series of egg- schaped domes which rest against massive buttresses and is especially adapted to high structures in relatively wide canyons where good rock formations are available. In the Coolidgc Dam the domes are three in number and rise to a height of nearly 250 feet above bedrock. The two central buttresses are 180 feet apart on centers and vary in thickness from twenty feet at the base to four feet at the crown and are reinforced with two mats of steel bars placed six inches from inner and outer surfaces. The design provided for complete reinforcement of the entire dam against temperature and shrinkage cracks.

The contract for the construction of the dam was let on January 1, 1927, to the Atkinson, Kier Bros., and Spicer Co., of Los Angeles, California. The original cost estimate was $2,268,000.00 and payment was to be made on a unit price basis for the \arious classes of work. This cost was for erection only and did not in- clude cement, steel, electrical equipment, or electrical power; all of which was furnished by the government.

Ruilding the Coolidge Dam involved a great deal of interesting survey work. Before any excavation was started a cross-section of the entire canyon at the dam site was made thereby to obtain an original basis for estimating quantities. This survey consisted of a set of profiles across the entire canyon at twenty feet intervals, during which the survey crew encountered many difficul- ties. In fixing the location of the dam. control points were established on the center lines of the domes and buttresses. The points were marked by special targets placed over 500 feet from the dam on both the up-stream and down-stream sides. With actual work in progress, the setting of elevations and the locating of construction points for excavation and form-work kept the two field parties busy at all times.

In January 1927 the contractor began the construc- tion of a modern camp which would be capable of housing and feeding 500 workmen. Machine shops, bunk houses, offices, and mess-halls quickly took form on the

slopes of the canyon a ipiarter of a mile above the dam site. Rimning water, electric lights, telephones, and a sewage disposal plant were features which gave strength to the contractors' boast that their camp was the most up-to-date anil coinenient that had e\er been built.

Spillwa.N excavation was underway by I'ebiiiary I. 1927, and this item required the removal of about 21)0 000 cubic yards of solid rock. The spillways were 166 feet wide at the crest and were cut to an elevation 35 feet below that of the road\\a\' across the dam. .'\ great number of Indians were hired for the work of drilling holes and placing powder for blasting, and their only fault was that they had a habit of disappearing for several days at a time to journey the hills on a hunting trip or ceremonial dance. Two of these Apache Indians worked for the government as rodmen and their un- canny memory and perfect steadiness hf eye and hand made them very valuable at this type of work.

The spillway excavation and construction of the gravel and concrete mixing plants took up most of the contractor's time up till September 1927 when operations were moved into the canyon bottom. Coffer-dams were built above and below the dam site and a wooden flume- way installed to pass the water along the extreme east side of the canyon. Before the water was diverted into this flume the excavation for the east dome was com- pleted and the permanent flume gate through the east dome was built. This diversion opening remained un- closed until the dam was complete in every other re- spect.

The foiuidation conditions were excellent, and the excavation for the abutments and base was carried deep into solid rock. This rock was later treated with liquid cement grout injected under pressure through holes twenty feet deep and on five foot centers across the entire case and sides of the dam. The outer domes were anchored to their rock abutments by two rows of fl- inch steel bars placed on 15-inch centers. These bars were cemented into rock with 8-foot anchorages. Over the entire outer face of the domes a. lyi inch coating of gunite, reinforced by wire mesh and applied with cement guns, was an additional feature which, together with the

Construction Prot/rcss on h'llnuary 1, 192S

treatment of the bedrock, made the entire structure as impervious as possible.

Two steel cables were suspended across the cainon above the dam site and these formed the first unit of the contrractor's construction plant. Each of these cable;' had a clear span of about 1,200 feet and was capable of handling from 15 to 20 tons. The cables were used to carry machinery, materials, and passengers into and across the dam site at a later date but these were used soleh' for the suspension of chutes and rigging. (Continued on Paijc ISi)

Mny. 1Q30

THE TECHXOGRAPH

157

Modern Tendencies In Architecture and Their Influence Upon Landscape Architecture*

Proi-. RnxroRi) XnwcoMr.. A. I. A. Eilitni i,f If, St, in Jnhiti'it

ARCHITECTURE and Landscape Architectuix ha\e, ilowii through the ages, gone hand in hand. How close this association has been has not been generally well understood in America or. it understood, not well remembered. But the careful student of the history of architecture is cognizant of this age-old as- sociation of two important phases of the human shelter problem, and can point with assurance to the splendid co-operation between architecture and landscape develop- ment in such lands as ancient Egypt. Japan, China, and India. To come closer to our own time, thought, and feeling, he can recall the landscape development of the atria of the Greek. Roman, or Pompeiian house and the splendid planning of both the Roman metropolitan and provincial fora in relation to the public bmldings which surrounded them. He can remember the lovely court- yards of Saracenic Persia and the colorful patios and terraced gardens of Spain or North Africa, the mag- nificent landscape setting of the villas and palaces of Renaissance Italy, and the woodland entourage of the chateaux of France and of the manor houses of old Eng- land.

In the old days, apparently, it \\as not too much to expect the architect to be also the landscape architect, and for ages these two arts were practiced by the same artist, as indeed were often also the arts of painting and sculpture. With our era of high specialization and the consequent segregation of related arts into what often proves to be almost water-tight compartments, a sad lack of sympathy and understanding has often arisen between the practitioners of these arts and this, in turn, has all too often wrought a serious divergence between the arts themselves.

In America, it appears to me, this hiatus is more pronounced than elsewhere. This is due. no doubt, to our peculiar educative and economic system which provides more and more for specialized preparation and segregated practice as time goes on, or it may come about from the peculiar American habit of doing just as we blame please, regardless of others.

Several years ago I was much pleased and agreeably surprised, when visiting the architectural schools of Eng- land, to find that in the training of architects in that country, a far greater regard is paid to landscape con- siderations than is true in our own schools. In fact, the fifth year of the architectural curriculum in England is practicalU' totally de\oted to city planning and a con- sideration of the relationship between architecture and its setting.

One fine attempt to make up for the American de- ficiency in this respect is seen in the summer school f(n- Architecture and Landscape Architecture at Lake Forest. Illinois, and in the collaborative design problems that are given in some of our schools. The school is the place to begin this co-operation between the arts because it earl\ breaks down a barrier that often grows as one proceeds into practice.

While in some quarters there is a fine growing

collaborative spirit between the architect and the land- scape architect, it is all too seldom that anything that may be called a real collaboration takes place. Here is usually what happens. The client calls in the architect and commissions him to design the structure. This the architect does, to the best of his abilitx, often succeeding in admirable fashion. W'hen the structure is complete, the landscape architect is called in "to plant the groinids," as the client says, and as anyone may guess, often has a difficult task at harmonizing and making less obvious and

MoJirii (iirmau DiLi-llini/

objectionable mistakes that the architect, due to his lack of knowledge of landscape procedures, makes in develop- ing a site.

I hope we shall soon come to the time when the land- .scape architect will be called in at the same time that the architect is called, and that the problems of how best to develop the property, both architecturally and from a landscape standpoint, will be studied concurrently. Certainly the architect, as well as the landscape archi- tect, would profit by such a collaboration, and best of all, the client would come nearer getting what he is pa\ing for.

Often a tract is capable of .several architectural treat- ments, but susceptible to but one best landscape solu- tion. Could the architect know this solution, both tlirough his own e\es and through those of his landscape collaborator, how much more adequate and beautiful his own (architectural) solution might be.

On the other hand, I have found all too often a tendency upon the part of the landscape architect to feel that his mission was to obliterate as completely as possible the work of the architect, and the true function ot a lanil- scape setting lost sight of. We see upon all hands really fine architectmal essays marred by indiscriminant plant- ing of unsuitable material that can do little but discredit both the architect and the gardner. Co-operation shoidd

(lull Week, fni'

LSS

TIIK TKC'IINOCR Al'II

Mriv 10?0

bi- the ki-\iu)tc ill all such matters, aiul i-o-o|HTatioii early enough in the unilertakinj;; tliat it will actually accom- plish tile one best solution.

In speaking of the a(le(iuate development of a prop- erty, I lie not need to discuss in this company the various considerations that attach to the selection of a site, but

Mmlrri! Crmaii hitirior Stiiirivny

perhaps a reference to them may not be out of place. These, of course, vary with the purpose of the site, but aside from the more general considerations of location with respect to transportation, arterial streets, parks and recreation grounds, zoning and restrictive regidations. there are the more intimate problems of exposure, out- look, topography, drainage, and natural objects upon the property. These all enter into the correct artistic solu- tion of the home site.

The exposure to the sun, to prevailing winds, and winter storms are important considerations, both in the selection of a site and afterwards in the utilization of it. While tastes vary with respect to the matter of orienta- tion, it is perhaps a good rule to remember that one should avoid an arrangement that permits storm to beat at the exits, front or rear. In summer one wants cooling breezes, but in winter he hopes to avoid them. Often view or outlook h the making of a site otherwise quite uninteresting, and outlook has operated always to enhance the value of property.

Topography, the "lay of the land," largely determine the beauty of a site and holds its possibilities for develop- ment by means of landscaping effect. Moreover the more extreme types of topography actually dictate the type of house, its lines and form. Historically this considera- tion, like that of climate, has had a marked effect upon the development of architectural form. The architectures of two lands as far different in spirit as are those of Kgypt and Switzerland may be cited to pro\e this con- tention.

Since a structuie must al\v;i\s "belong," to the site, a study of the lines of the house, in relation to these aspects of the site, is important. One can do in a hilly situation that which a plain will not gracefully permit and ?'/(■(' versii. Sloi)ing contours beget similar architec- tural contours; broad, horizontal terrains foretoken horizontal lines. Roof lines, by their direction, may tie a house to its site, while planting affords a natural and graceful transition between the vertical hou.se walls and the more or less horizontal plane of the ground.

Natural objects, like outcropping stones, fine old trees, a genial knoll or a winding stream we may add to a picture that is already rich with suggestion. But any site, no matter how fine, can, and often is, ruined by injudicious de\elopment, the wrong placing of the house, the .selection of a house type that does not emphasize or fulfill the splendid suggestion offered by the setting. In a sense, the site is to the house as the mounting is to the diamond, except that in the case of the house we have the moiuiting first. The task, then, is to select the gem (architectural) that will best enhance the site. Then the site must be sufficiently modified by the landscape archi- tect to bring harmony out of the combination of natural and man-made forms. These are essentially the central problems involved in developing any site.

Mode

Frnidi InliiKir

Once the type of plan adapted to the site is de- termined, and the landscape development is predicted, one may proceed to the actual house plan, always keeping in mind the purely architectural considerations which so materially influence the success of the house.

1. Economy of space, beaut\' and efficiency of planning.

2. Economy of apparatus. i. Ease of circulation.

(Continued on Page 176)

May. 1Q30

THE TKCHNOGRAPH

159

I'ii'ii: of Ihi' It'ooJiJ Slrrcin

Thr r.ar.i.n nj the Coufs

Highway Location In Mountainous Country

Mii.o S. KFTfurM, c. E.. ',■>!

Dl'RIXC^ the summer of 1929 the autlior was a member of a location party for the IJ. S. Bureau of Public Roads in the Shoshone Range of North- western Wyoming. The project was the relocation of tiie highway from the east entrance of Yellowstone Park at S\ivan Pass Ranger Station to the Trail Shop, a dis- tance of approximately twenty-seven miles. This surve\ completetl the design of a modern highway from the rail- road center of Cody to the Yellowstone to be constructed by the U. S. Forest Service.

This highway follows the valley of the north fork of the Shoshone Ri\er which for scenery compares favor- ably with the best in the park. From the almost desert county at Cody, the road winds up the gorge of the Sho- shone River past a great reservoir, through large ranches to the entrance of Shoshone National Forest. A modern highway has now been built for twenty miles along this route except one mile in the gorge through which there is now a sixteen per cent grade for half a mile. The estimated cost for the new road at this point is $400,000 for the one mile. At the Trail Shop, which is near the entrance to Shoshone National Forest, the valley suddenly becomes narrow and along its sides are many curious shapes wrought by wind and weather. At one point walls of rock two hundred feet high called the Palisades rise straiglit up from the floor of the valley. As one goes on the vegetation increases so that at the upper entl the timber is very tall and much wild game abounds.

A camp was established at Eagle Creek seven miles from the east entrance. This permitted half the work to be done from this base. At the end of one month we moved fifteen miles down the valley, and the latter half was surveyed from that point.

The automotive equipment of the party consisted ol two war time White trucks which were supposed to have seen service overseas. The reason for not having more modern equipment was because the two gave sucli ex- cellent team work. One was geared up to run at higher speeds to use for carrying men back and forth from woi k. If this truck broke down, a part could be taken from the other and work would not be interrupted. When the freight was on a steep grade, the passenger truck woidd

push from behind, and thus get over grades which an ordinary truck was unable to negotiate.

The party was well supplied with four large IS by 21 feet tents. Two were used as sleeping tents, the third as a cooking tent, ami the fourth as an office tent. These tents were well erected and the cook and office tents were floored over so that there was an air of permanancy about the camp, (^ne problem we did not worry about

l-lk Fork ('.ami:

was water, because there was always a large clear river of Luicontaminated water near.

The organization of the survey consisted of the Chief of Party as the locating engineer; the transit party con- sisting of a transitman, the rear flag, the rear chain- man, an axeman and a stake carrier, the Chief of Party acting as head chainman ; the level party composed of a rodman and a levelman; and the third division composed of a topographer and two assistants whose duty was to take cross-sections at stakes set every fifty feet by the transit party. Because the taking of topography was slower than the work of the transit and level parties, the transit line was run only four out of five and one- half days of the week. On the other days the Chief of Party took topography.

Till' 'irnivociRAi'H

Afny. 1930

The niftliod used b\' the Huicau of Piililic Roails In liiiilnvay location iliftcrs troni the orthodox nii-thod ot railway location in which raiuloni lines ari" run over a projected route, maps drawn up and a paper location is made. Such a method is necessary where grade problems must be studied minutely as where the ruling grade is one per cent. In highway locations, howexer, the maximum grade is more than six per cent, and these problems are much simpler. I'nder the system used by the Bureau of

/'/>/. 4. II (til In, SinniiJ l.lilf

Roads the first transit line was made with the intention that it be the final location of the road. All grade problems are solved by means of a transit. A further advantage of this system is that the balancing of cuts and fills can be done in the office in the winter time, thus decreasing the work of the engineer on construction. The total cost of a survey by the method outlined is much lower than by other methods. .The total appropriation for the twenty- seven miles of highway surveyed was only five thousand dollars.

There are many conditions which are peculiar only to highway locations in mountainous country. Because most of the momitain highways now being built are through government land, the location engineer does not need to bother about right of way or property lines. At the same time the problem of grade becomes more im- portant. Problems cannot be solved as they are in flat country by having excessive grades of short duration. In mountainous country the grade must be continuously at a maximum for many miles.

Since most mountain roads are built for tourists, the greatest problem of the locator is to develop all the scenic possibilities of the route. This fact is often lost sight of by otherwise good engineers. What may look best from an engineering standpoint may not be best from a scenic point of view. The best locator finds the route where scenery will be at its best and the cost will be at a minimum. One condition favorable to mountain roads is that they are used only in the summer time and con- seipiently they are often built in spring when tlie problem of maintaining traffic is much less acute.

The problem of reconnaissance may vary from a major problem in heavily timbered low hills between points at a great distatice from each other to a minor problem as in going up a deep valley. The survey in question was of this latter type and very little recon- naissance was necessary. A \isual svnvey was in most cases all that was taken.

Because the alignment contains .so many curses, the \isual method of laying out a tangent by setting up the instrument on the Point of Intersection of Tangents, measuring the deflection angle, and computing the curve is not used by the Bureau of Roads. Instead all cmves are measured and run in from the Point of Curvature, a

system whicii is much faster and eipiall\- as accurate as many for the purpose intentle<l, and which has many advantages that the orthodox method does not possess.

An explanation of this method is illustrated by the sketch. (Figure 5). The transit is set on a trial PC, and it is desired to pass a curve around the side of the hill approximately to the tangent showit. A flag pole is set up at a point near the desired curve, and its stadia distance and azimuth is taken. From these data the degree of curvature, D, is computed mentally. If the angle 38° 15' and the distance 500 feet, I) would be .38/5 = 15° (Aprox. ). This curve would then be run around until it came parallel with the tangent desired. If the error is too great, the proper PC and degree of curve can be computed mentally and the curve be re-run ill mucii less time than it takes to measure a curve from the PI. The greatest advantage of this system is the ability to come down along the side of a mountain con- stantly at maximum grade. If in the preceding illustra- tion by means of a vertical circle we lay off the maximum gnule and place the flag pole on this line, the curve will fit around the hill and will be at maximum grade.

Work was started on the first of July at Sylvan Pass Lodge. The first major problem was not one strictly of engineering, but was a problem that the location engineer must face more often than one of pure engineering. This was the task of preserving a very beautiful weather stained cliff. The alignment of the old road was too narrow for the proposed new road. The easiest and least expensive solution would have been to run the new road over the old road, cutting out the base of the cliff and filling in the river for a few feet. To do this, however, would have been disastrous to the ap- pearance of the rock. If you look at Figure 4 you can see a rock slide about one-fomth on the distance from the left edge. Some one had tried to cut along the foot of the cliff. The alignment was put out in the stream at an increased cost, but preserved the beauty of the piece of rock.

The second major problem was one that could not be satisfactorily solved in the field. The old bridge uas

Fio.

Still /i S/,mvirit/ Mflhnd nf Riniiiiiu/ Cur

narrow and would require wiilening. Also the ailgn- ment was poor on the right side of the stream. Since this was a matter of cost, and could not be solved with- out calculations; the engineer in charge laid out alternate lines to be studied in the office.

(C.antinurd un Pai/,- 1S4)

M,iy. 1^30

THI-: Ti;CHX()(]RAPH

\b\

I'lij. 2. Dikes I'sed to T/iroiu the Channel Baik

Fitj. 4. A Standard Pile Clump Diki

Missouri River Improvement

I)()\ joHNSTOXn S'luuftr (.''jiiiprtition Ess/iy. I'K^O

\(ttc : J' his rssriy li mis nf ihc pi ojn t nf prcpariiii/ the /oner Missouri River for ntwit/tition. It deserihes the prineiples of rii'er eietion, and the I'driotis i/iiprove- iiient methods employed. It is not intended to eover the orytiniziition of personnel, and touehcs only briefly on the finaneiid side.

GOVERNMENT engineers have set themselves the task of preparing the lower Missouri Ri\er tor navigation by 1931. For years they have con- trolled the stream in spots, but it is onl\' recently that they have expanded from an organization using a million

Fiij. J. Re-vclnii nl for Hank I'rnti elwn

dollars a \e.ii to one whose demands exceed eight millions, and whose purpose is to provide a nine-foot channel all the wa\ from St. Joseph to the mouth.

(lEN'ERAL Ch..\R.\CTER1.ST1CS ()1 rill;

MissoiRi River The stream the> are attempting to tame is the .Amazon of North America, a rampaging river chal- lenging them at every turn. Now tearing through narrow

reaches, whipping ai'ouiul sharji U-curves, now spread- ing out into a laz\-, shallow, lake-like stream a mile wide, the Missouri makes its wa\' in its lower eight hundred miles from Sioux City to its confluence with the Mis- sissippi above St. Louis. In a hundred different places a year it completely shifts its bed, carrying away thousands of acres of land and hundreds of valuable buildings. A rough average loss of arable land is 43 acres per mile per \ear.

The rapidity of change of river topography is as- tonishing. A map prepared in 1926 is worthless today, and the one which followed it in 1928 is already thou- sands of feet in error in many places. Farms cut in on one bank, and on the opposite side bars build up. Next year the bars are C()\ered with dense willow growth. Successive high waters raise their levels inches at a time with rich deposits of alluvium, and in the fertile soil willows grow rapidly, thin out to a stand, and in the course of a few years are replaced b\' cottonwood tiniher. Soon this is cleared and the land is tilled. In twent\ years it may be gone again.

So there is not onh the ipiestion of cheap transporta- tion which will be sohed by river improvement, but the increa.se in value of the bottoms. For improvement of the river means stabilization of its location, and when farmers can once be assured their land will not be washed awa>' they will put into its culti\ation the im- provements which that rich soil is capable of paying for.

The C.alse of Clttint,

This destructi\e play of the Mis.souri is due to the carom action of the current. Very like a billiard ball rebounding from cushion to cushion, the channel reflects from one resistant point to another in the bottoms. These points may be tough gumbo soil, or bluff contact, or heavily wooded banks — in all these cases we have the lelation between angles of incidence and reflection which applies on the cushioned table.

Now if something happens to disturb the equilibrium at some point (if the angle of incidence of current on hank is altered) the whole condition of things below that point begins to change. Cutting begins, which itself

162

iiii; rix'ii\()(ik.\i'n

Ah2y. 1930

1- 1' ■• z s 1 ■

(r-

1 o I 1

i

*'T„

Mfiv. 1930

THE TECH NOGRAPH

163

causes further changes, and so the problem goes working itself out down many miles of river.

Perhaps the finest example we have of this is near Lexington. Mo. (Figure 1). The irregular dash line entering from the left about a third of the way from the top is the 18*50 channel-line. "Camden Bend'" was then at mile 335 (as indicated by the figures in the circle). This sharp bend gradually smoothed itself out into the more regular curve in which the name appears dotted, which was its location in 1915. All this while the river swung sharply northeast from bluff contact just upstream from the present location of Sni Rend, and as shown on the map continued tangent or near the bluffs. with only gentle curves, throughout the whole area covered by the sheet.

But further upstream, cutting action was turning Camden Bend into a horseshoe curve, and the narrowest portion of the peninsula it formed was at about the location of the present Camden Bend. When high water came in June of 1915 this luiprotected neck, covered by water, scoured out and on July 3 of that year the river left its old channel and took the short cut it now follows. (The whole horseshoe does not show in this sheet. )

The whole equilibrium had been disturbed. The channel was now given an almost right angle change of direction in Camden Bend, and cutting commenced on

II 11 l'„i^2D- f<~*'a>^

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Fig.

Riictmint for Hank I'rnlrilion

the soft right bank of Sni Bend, which was then farther north than the present sand-bar. Cutting continued until the railroad countered with the revetment indicated. This made the angle of incidence in Sni Bend such that the channel was diverted northeast and the river cut away several sections of land on the left bank north of mile 325. Here a series of 20 short retards was con-

structed as a protection measure. They are shown num- bered on the map.

Swinging east again, the river attacked the bottoms in the vicinit\ of Myrick Station, nece.s.sitating retards on the right bank below that point. It was still bearing hard on the right bank at the bridge, and finally moved so far south as to almost miss the navigation spans. Re- flecting from the bluff, it again went on a rampage to the north at mile 321. The map was made in the fall

Fi(/. i. Ri^ctmcnt for Bank Protection

of 1928. It was in the spring of '29 that active cutting began again, and the sketched bankline shows how far it had progressed by June 16. This time the angle of incidence on the right bluff at mile ?)2^) is small, so the carom action is reduced, and below this point the channel again follows roughly the 1890 scheme. The black arrows show how it \\"as playing caroms in the summer of 1929.

The Syste.m of River I.mprove.mext

Dredging would never maintain a sufficient channel in the Missouri. Its silt suspension, aggregating 270,- 000,000 cubic yards per year, would build up bars faster than any conceivable installation of pumps could eat them away. So the engineers turn to that very charac- teristic for their solution. If bars can be artificially created which will keep the river narrow, then the in- creased velocity in that narrow channel will keep it scoured deep and clean.

River structures are of two general types: those in- tended to protect existing bankline and those designed to shift the chaiuiel. In the first class are re\etmcnt. re- tards, and jetties. In the second da.ss we find dikes and long retards. Their action is to form artificial bars on their downstream side, since the water drops its solid material when its velocity is retarded by the obstruction. The bars so built up force the river to change location, and if this new location is properly protected it can be maintained.

The rate of deposit below dikes is very rapid. Dikes driven in 20 feet of water will commonly have visible bar formation within a year, and willow growth should start on the bars the second season.

In location of improvement work the important factors are (1) creation of gentle, smooth bends, (2) the following of the existing channel as far as practicable (on account of least cost), and (3) the maintaining of the present river mileage. It would not be practical to straighten the river, as some have suggested, since the shortened distance would so increase the unit fall that the (Continuid on Page 182)

Tin: TKCIINOCJRAI'H

LDITORLAL

THE TECHNOCiRAPH STAFF

I. W. DeWOI.F '30 ., Editor

\V. P. Hurgluiul '31 Issislant Ed'tlor

L. I. Halvorsen '31 Assistant Editor

I,. L. Iliipe '31 Assistant Editor

G. F. Drake '30 Irt Editor

G. MACKEV '30 Business Manai/rr

E. Burke '32 National Advertising Managrr

K. C. Suhr '32 Local Advertising Manager

K. Lind '31 Circulation Manager

J. F. Elman '31 Copy Manager

ASSISTANTS Simciii, r. W. Mcrmel, R. Wild, E. C. Whittakcr, J. Titfaiiv D. F. Mulvihill, V. H. Hoehn, J. Brumley

Ending

Ami tluis for many of us, closes our collcsic educa- tion. We have been here in the I'nivcrsity of Illinois tor four years, we ha\e been subjected to and passed all the required courses. We have carefully chosen our few hours of electives, and received credit in them. We have ordered our cap and gown, joined or failed to join the Alumni Association, checked the spelling of our name on the sheepskin — we have only to wait a few days now until the stamp is on us and we leave here as, if not c\dtured, certainly educated young men. In four years we have been transformed from the state of ignorance to that of learning — a truly miraculous process.

Some of us leave here with a feeling of great regret — for we have enjoyed our few years here and the con- tacts thev have brought to us — we have enjoyed these four years of freedom. Some of us leave here with a feeling of great joy, — we too have enjoyed our four years, but we are looking forward, now, to the time when we won't have to remember from day to day, the lessons and problems, that are due on the morrow. And we, who have looked forward all through oiu' senior year to the time when we may look back to school days, are eager to get out and learn the ways of the world.

Hut as a last word of parting, may we suggest, again, that a change ought to be made. The laboratory courses in the school take far more time than that for which they are given credit. It is hardly fair for the student to spend three and four hours a week in the lab., and then spend from tour to six hours at home working up the results and submitting them in an elaborate report — all for two hours credit. It is hardly just that, since he is a.sked to be neat and brief, that he be graded onh upon the rightne.ss or wrongness of this statement. That is not the type of work he will do after school — for there he will be judged not only on what he says, b\it as much or more on the way he sa>s it.

May we suggest, then, that reports be \x ritten as part of the laboratory, and that they be merely a sum- mary of the results of the experiment, an adequate ex- planation of the results, to be turned in at the close of the period — or tliat the reports be reqin'red as they are now, that they be graded much more upon grammar, spelling, and neatness, and that, being so required, they be given

enough credit that it will be worth the effort of striving for high grades. If this credit must be gotten at the sacrifice of the purely theoretical courses, all well and good — one would then, as he does now, learn much more from the laborator\ work and the practice in stating facts is a clear-cut methodical way. At all events give the student credit for his time.

Extra-Cnrricida Education and Required Education

The argument most often used and most coinincing propounded by the large educational institution enthusiast is the fact that many ad\antages are offered b\' the large institution, such as the visits of famous artists, lecturers and scientists, which are not otherwise available to the small institution. This argument is sound because many famous educators place these extra-curricular educational sources on a par with the required education necessary to complete ones course and obtain a degree. And yet these advantages are neglected by the majority of the students, which leaves the impression that the students are not aware or do not care to take ad\antage of their oppor- tunities.

We believe that the average student does wish to take advantage of the opportunities which are offered. Then why the seeming neglect? The answer lies in the fact that on the evening of the extra curricular event the pro- fessors have probably a.ssigned long and tedious lessons which will take the whole evening to complete. Added to that the student can usually look forward to a ten minute cpu'/, during some period of the next day. The student is in a dilemma. Shall he go to the lecture and take a flunk the next day, or shall he sta\' at home and study to keep his grades up to a high standard? It is obvious that the best procedure is to stay at hame, for "I went so and so" is no excuse for a flunk in the average professor's mind. The other type of student, who cares nothing concerning his scholastic average and is attempt- ing to go through on the least amount of work that will keep him in school, has no interest in these outside ad- vantages which invariably add to ones cultural education.

In this way the large institution, striving to offer greater cultural advantages than the smaller school, breaks down what it is attempting to achieve. J. E. C.

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DEPARTMENTAL ■«^ NOTES

Architecture

Illinois again came to the tore by takinf; the three prizes offered by The Ameri- can Institute of Steel Construction tor the devign of a ■Steel Arch Bridge. " The first prize, $500, the second prize, $250, and the third prize, $100, were won bv (!. D. Recher, R. O. Dieter, and D. P. Avers, respectively. In the open competition which was held, six out of the ten men that pl.aced were from Illinois. The problem was a bridge of hiO feet, in- cluding the main span, which ^vas 325 feet, and the approaches, the piers were to he of masonry, and the approaches and span wer^ to be entirely of steel.

The final drawing consisted of an elevation and plan of one-sixteenth inch scale, a section through the center span at one-sixteenth scale, and one-half of the main span at a scale of one-eighth. The problem was to be rendered in ink with a light background and on unmounted paper. The final judgment took place in New York on April 1.

Mr. Harmon and Mr. Laidig each took a second medal on the problem of "A Suburban Co-operative .\partment House." F.leven mentions and fifteen half-men- lions were also given. Honors were also reaped on the problems of "A Chereau Stair Tower" and ".\ New One Hun- dred Dollar Bill."

Out of the many exhibits that have been in the Exhibition Hall of the .'Vrchi- tecture Building this year, the Oriental Rug collection obtained through the courtesy of the Nahigian Bros. Co. and the exhibition of paintings from the (Jrand Central (Sallcries have beeii the most outstanding.

The I'niversity of Illinois Department of Architecture was presented with the gold medal by the Soiieli Des Artln- Iftlfs Diplomrs Par l.e Goiivernmi-nl Francois for the best record of accuracy in teaching architecture along the line fol- lowed by the school in Paris.

The department has arranged plans for the sixth Annual Fire College on Fire Prevention, Control, and Extinguishment. Some of the most important subjects to be dealt with are: Hazards of Dust Ex- plosions; Handling and Storage of Gaso- line; Fire Hazards and Their Correc- tions; Storage of Photographic, X-ray, and Motion Films; Electrical Hazards; Salvage Work and Ventilation; and In- surance Classification of Towns.

Civil Engineering

Mr. Robert Ridgeway of New Vork gave an interesting illustrated talk before a meeting of the A. S. C. E. on Mondax, .■Xpril 21. He brought out in his talk some of the difficulties encountered in building subways of New Vork. He also cited the fact that the subways were ex- pected to transport a large percentage of their daily traffic in a period of only

one hour and that these commuters boarded the train in a concentrated area of ()nl\ a few blocks. They are planning a $5,000,000.00 project at the present time and are contemplating an additional $5,000,000.00 project. Mr. Ridgeway also spoke at the .\. S. C. E. banquet held the evening of April 21. The ban<|uet brought an attendance of about 100.

Dr. J. A. L. Waddell, bridge engineer from New Vork City gave three talks at the I'niversity. He spoke on "Engineer- ing Opportunities in Foreign Lands," "The South Manchurian Railway" and "Some Experiences in China." The firm of Waddell and Hardesty, with which he is connected has branch offices in nearly all of the larger countries in the \vorld,

Mr. W. D. Jones, Illinois Registered Land Surveyor, spoke on May 1 on the subject, "\Vhen and How — Boundarv Lines." Mr. Ralph Modjeski, New Vork and Chicago Consulting Engineer, spoke Ma> 13. Mr. Modjeski is noted for the Delaware River Bridge, the Detroit, Windsor Bridge, and majiy others.

M. E. Picnic

The annual M. E. picnic was held the afternoon of Saturda\, May lOth. All loyal Mechanical Engineers met at the Transportation Building and were trans- ported to beautiful Crystal Lake Park north of I'rbana. Fhe picnic lunch was the center of interest, but a number ol sports events were promoted in an attempt to rouse the spirits of the group. A speedy boat race on Crystal Lake stirred the on- lookers and strained the racers. Each boat was filled with judges and officials so that i\o unfair methods could be employed to gain the victory. In the baseball game the Faculty nine suffered an overwhelm- ing defeat. F'ven the umpire agreed that the student team excelled. Several care- fully selected eggs were carried in an egg race. The event was so precisely timed that the last man to finish carried in a small chick which had discarded its shell enroute. .\\\ prizes in the horseshoe pitch- ing tournament were won by the gentle- men from the Shop Laboratories. The committee members were unanimous in their agreement that the lunch was ample and delicious. I'nderclassmen insist on perpetuating the occasion and plans arc already underway for next year's celebra- tion.

Railway Department

Since the March issue, the Railway Club has had two meetings, each of which was well attended. In the first of these meetings, which was held April 15th, Mr. E. B. Stover, '20, spoke on the subject of "What Lies Behind the Ticket." Mr. Stover has been connected with the Chi- cago, South Shore and South Bend Rail- road since his graduation, and it was largely this road which was featured in

his talk. .After the talk (|uite a lengthy discussion was held concerning speed, safety, and other factors of interest in electrical railwav work.

On .\pril 29, \Ir. J. M. Trissal, of the Illinois Central, Terminal Improvement Department, spoke on the Illinois Central electrification and its operation since electrifying. In his talk he particularlv showed how accurate the estimate and calculations on the project were, and how nearly the railroad company estimated the whole improvement.

'I'he last meeting of the year, to be held sometime in May, will be solely for the election of officers, in order that the next year may get off to a good start. For the club the \ear has been successful, both tor the members and for the treasury and it is to be hoped that it will start off as well next vear.

Sigma Epsilon, honorary railway fra- ternity, held its annual banquet at the Southern Tea Room on -April 1 5. The ban(|uet was unusual in that no one was bored by the speeches or talks, primarily because there were none. Mr. E. B. Stover, of the Chicago, South Shore and South Bend Railway was the guest of honor. Every member was present, and thoroughly enjoyed the banquet, as well as the railway meeting afterwards.

Quite a little interest in the engine ring school has been shown in the tests now being conducted by the railway depart- ment relative to feedwaters on locomo- tives. 'Fhe test, which will take from three to four months, is being made on an Illinois Central Mikado locomotive, taken from regular freight service. It is pro- posed to include in these tests a complete efficiency test with and without the feed- water heater in order to determine the saving effected by such a heater.

Tau Beta Pi

Tan Beta Pi held its semi-annual in- itiation ban(|uet .April 50 at the Iiunan Hotel, following the initiation at Wesle> Foundation. Some fifty or sixty student and faculty members of the society were present at the banquet and took part in the welcoming of the new members into the society. The welcome itself was de- livered by the president, R. C. Oeler and the response was given by C. II. Rapp. Following this, a talk on "Backgrounds" was given by Professor Hardy Cross and a recitation on "New Ideas," by D. L. I.evine. J. W. DeWolf was toastmaster for the occasion.

In its spring initiation the fraternitv took into membership nineteen new men, each one of whom came up to the high standards set by the organization. These men were: G. E. Flodin, R. 1. West, R. \'. Strong, J. H. Armstrong, D. E. (Continued on Paijf 174)

166

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A L Ui^ N I

NOTHS

i)

This is the age of specialization ami AiiRHi) Fti.i.iiiilMHR, arch. e. '95, has fol- iDuecl the idea of specialization. Just as \'. .A. M.viiESOV, arch. '95. designs onl> waterworks plants, Fullheimer plans anil constructs railroad stations. In fact lu is such an authority on this type of work that he was the author of the article on terminal passenger stations in the 1929 edition of the "Kncvclopedia Hritarniica."

Although he has designed the small twc or three-room type of station, his \\cirk now centers around the cathedral-like structures which are prominent in large cities. Such a terminal is the (7rand Central terminal in New York city, ol uliicli he was associate architect.

His most recent work is the union pas- senger station at Cincinnati. He has just coinpletcd the plans for one at Huffalo and is now studying developments and improvements for others in Montreal and Chicago, involving the Illinois Central, Chicago and Western Indiana, and New York Central railroads. The Baltimore and Ohio station at Philadel- phia, and other stations at Boston, Erie, Permsylvania, Elyria, Ohio, Springfield, Massachusetts, and Youngstown, Ohio, were designed hy him.

Earlier he was architect for the New York Central stations at I'tica and Troy, New York, for the Central of Georgia at Macon, Georgia, for the Southern at At- lanta, Georgia. He served as architect or associate architect for eleven stations of the New York Central and for seven of the Northern Pacific.

While architect for the New York, Westchester and Boston road he had charge of the design and construction of twenty-three passenger stations and term- inal huildings, grade crossing elimination projects and track structures. He also was associate architect on the Michigan Central terminal at Detroit. Besides this, he has worked out many grade crossing elimination projects, both in the United States and Canada.

Fellheimer has kept abreast of the times and has studied airport design. He was architect for the Secaucus, New Jersey, airport terminal building of the New York .\\t Terminals, Inc., and consulting engineer for the East St. Ixiuis airport terminal building of the Curtiss Airports, Inc. He has also done some work on resi- dent and commercial buildings, such as the Corn Exchange and Chase National Bank buildings in New York and a hotel and exhibition building in St. Paul, Minnesota. During the war, he was placed by the war department in charge of the development of the port of em- barkation and railroad facilities for the Iloboken Shore railroad.

At the age of fifteen he entered the University Academy, where he spent a year before enrolling in the T'niversity proper as a student in architectural engi- neering. Sketches and cartoons by him api>eared in the lllin and he was assistant editor of the Itltm. He is a member of

Delta Tan Delta as is his classmate, S. F. I.Ioi.TZMAS'v, arch. '95, who is also located in New York.

On graduating, Fellheimer went to Chi- cago, where he spent seven years as chief drallsman for Frost and Grainger, archi- tects and engineers. Then he had charge of the office of Reed and Stem, architects

Ai.i Ri;i) Fei.lukimer

and engineers, of St. Paul and New York. In 1904 he became a member of the firm. He is now the senior partner of the firm of Alfred Fellheimer, Stewart Wagner, architects and engineers, located at 155 Fast 42nd street. New York.

mini engineers working for the West- inghonse company include R. W. Owens, e.e. '14, manager of the industrial motor engineering department; .\. J. Schock, ry.e. '17, an associate of Owens; Scott H.ANCOCK, e.e. '17, designer of direct-cur- rent motors; M. E. Reagan, e.e. '17, switch-board engineer; I. R. Cummikgs, e.e. '21, application engineering; C. M. Wii.iTAMS, e.e. '21, switch-board engineer; W. H. Rodgers, e.e. '22, joint author of a paper presented at the last meeting of the American Institute of Electrical Engi- neers; H. L. Hll.oENBRAND, e.e. '25, circu- lation manager, Elrttric Journal: and J. E. BAuniNO, e.e. '27, radio engineer.

.Alexander M. Am.an, arch. e. '84, prominent banker and fish packer of Monterey, California, died February 25, at his Point Lobos home in Monterey, from heart trouble. He was widely known as an architect and engineer of race tracks, having built the Emeryville, Ascot Park, and the old and new Tan- foran courses in the west and the Harlem anil Hawthorne tracks in the east. He also constructed much of the California state fair grounds at Sacramento.

He had organized the Monterey Can- ning company, one of the leading sardine packing concerns in California, and two years ago he was named president of the Monterey bank when it was founded.

He \vas born in Pittston, Pennsylvania, and began work in the coal fields at the age of twelve. When he was about twenty he entered the University to study architecture and engineering. He was in- terested in athletics and was one of the former athletes to receive an "I" sweater at the dedication of the Stadium.

While a student he was awarded the contract for completing the tower of the First Presbyterian church in Champaign, and he continued this line of work, be- coming a computor arid superintendent for a large contracting firm in Chicago.

At the tenth biennial short course in cerainic engineering held in January, J. E. Haksen, cer. e. '20, of the Ferro Enameling company, Cleveland, Ohio, and R. R. Damieison', cer. e. '14, Eliza- beth, New Jersey, delivered talks.

Peeer Junkersfei.u, e.e. '95, nationally known construction engineer of Scarfield, New York, was buried in St. Mary's cemetery after funeral services conducted at St. John's Catholic church, Champaign, on March 24.

He died suddenly at his home in New- York after a heart attack. He formerly was a resident of Sadorus, New York. While in attendance here at the I'niver- sity he was prominent in student affairs. After graduation he entered the employ of the Commonwealth Edison company, Chicago, and became chief operating en- gineer. Later he became vice-president of the Stone and Weber concern. During the World War he saw active service and was awarded the Distinguished Service C ross. ,

Honorary pallbearers at the funeral in- cluded President David Kinlev, Dean Thomas Arkle Clark, Dean Milo S. Ketchum, e.e. '95, of the College of En- gineering, Professor A. N. Talbot, e.e. '81, of the department of civil engineering. Professor J. M. White, arch. '90, super- vising architect, Major W. S. C. Lemen, e.e. '95, of the engineering corps, and W. L. Abbott, m.e. '84, chief operating engi- neer of the Commonwealth Edison com- pan\'.

Walter N. Vance, e.e. '95, Charles B. Burdick, mun. e. '95, A. J. Sayers, m.e. '95, and Professor E. J. Lake, arch. '95, were among the active pallbearers.

Professor O. .\. Leutwii.er, m.e. '99, has been made national president of Pi Tau Sigma, honorary mechanical engi- neering societ\', for a three-year term.

May. I'JW

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167

The Kawiicer Manufacturing company of Niles, Michigan, \va> aivardcil the con- tract for the aluminum alloy sash in the new Chemi-.tr> Annex building of the I'niversity. F. J. Pi.vM, arch. '97, is con- nected with this concern.

rp

Mkiais Hkwin the Studchaker poration for three years, first as a fac- tory salesman, and now branch manager at Los Angeles, from which point he directs sales in southern California, Arizona, and New Me.xico. He w a s formerly with vari- ous corporations such as the Johns-Man- villc, Standard Oil, and (Joodyear Tire, in the World war.

'15, has been with

W. D. Ckrber, mun. e. '99, engineer ot the Illinois State Water Survey, with headquarters at the I'niversity, was elected secretary of the Illinois Society of Engineers at the annual meeting held in January.

Arlhik H. Will, mill. e. 'U9, is a con- sulting mining engineer with offices at 1219 .American Traders Bank building, Birmingham, Illinois.

Among the recent bulletins issued by the Engineering Experiment station were "Results of Tests on Sewage Treatment," by Professor Haroid E. BABBin, M. S. '17, and Harry E. Schlenz, mun. e. '27, and "The Measurements of -Air Quantities and Energy Losses in Mine Entries" by Cl.O^DE Smiih, min. e. '20.

Two engineers are among the nominees presented by the nominating committee of the Alumni association of the I'niversity in the election of new officers which is held in May. James T. Ha.vlev, c.e. '10 has been nominated for the first vice- presidency and RonNEv L. Bei.i., c.e. '09, for a directorship from the general mem- bership.

L. \'. James, e.e. '06, is director of the lighting service department in the Chi- cago office (Midland lamp division) of the National Lamp works.

Julius M. Wricht, m.e. '08, is as- sistant engineer in the tool design de- partment of the Deering works in Chicago.

H. Barreit Rogers, c.e. '15, is an in- dustrial engineer, connected with the Trundle Engineering company, with offices in the Card building, 118 St. Clair avenue. East Cleveland, Ohio.

Ori.ie Rue, m.e. "15, is superintendent of transmission and distribution for the Central Illinois Public Service company, Springfield.

W. Lester Nichols, ry.e. '15, is in the engineering department of the New York Central railroad at Cleveland, Ohio.

H. S. CiREENE, e.e. '05, is now assistant to the president of the Chain Belt com- pany of Milwaukee, manufacturers of Rex chain, concrete mixers, sprockets, traveling water screens, elevators, and convevors.

Charles P. Poiter, e.e. '09, is in charge of the transformer and large motor design for the Wagner Electric company of St. I.ouis. He is member of the St. Louis Engineers club, the .American Institute of Electrical Engineers, and past president of the St. Louis lUini club.

James M. Batemav, e.e. '08, is one ol the directors of the National Federation ot Radio .Associations, Incorporated. He is also the executive president of the James M. Bateman company of Cleveland.

F.DSOV A. Wilder, m.e. '07, is with the Kansas City (las company.

II. (;. n. Nun INC

H. CjEORCE D. Nuitinc, m.e. '06, wrote the James H. McGraw prize paper, "The Electric Water Heater." which was re- cently published. It won the prize of the three best papers on any engineering or technical subject relating to the electric light and power industry.

In his paper he says that there are 20,000 electric water heaters in the Initcd States, and that the average family uses 6,000 to 10,000 gallons of 50-degree hot water a year. Nutting for four years has been power sales engineer for the Detroit Edison company, and in private practice has acted as consulting engineer in rate cases and appraisals.

T. E. Buck, m.e. '06, now with Armour and company of Chicago, was for twelve years builder and designer of steel milK in various parts of the country.

Joseph I). Bover, arch. '07, of the office of the supervising architect, field force of the Cnited States Treasury department, is construction engineer in charge of building a new postoffice at .Anderson, Indiana.

O. E. SlREHLOW, C.e. '96, is president ol Walsh and Masterson, Incorporated, of Chicago, engineers and contractors.

.Appointment to the sixth Plym foreign scholarship in architectural engineering has been given to E. M. Searcy, arch. e. '28, of Dwight, Illinois, alternate, due to the resignation of E. L. OeCostei), arch, e. '28, who had been originally honored.

F. B. Powers, ry.e. "26, is in the rail- way motor engineering department of Westinghouse Electric and Manufacturing company. He has been identified with the locomotive developments on the Peniis\l- vania railroad electrification and assisted in the design of the type +22-.A single phase locomotive motor. While at the (nivcrsity he was elected to Eta Kappa Nu and Sigma Tau. He played on the varsity water polo team in '24 and '25, and was captain in '26.

C. C. Braun and R. B. Mitchell, both arch. '28, now of the division of land- scape architecture, have been selected for the final competition in the Paris and Rome prizes of architecture.

This is the twenty-third annual Paris prize awarded by the Society of Beaux- .Arts .Architects and is the highest honor olitainable b\' the younger architects of the I'nited States. A purse of $3,500 is also given to aid the winner in further study in famous foreign art centers for a period of two and one-half years.

On May 26, Braun must be in New Vork to execute the final rendition at the Beaux-.Arts Institute of Design, final sketches being due June 18. His sketch, ".A National School of Fine .Arts," has been developed with the help and aid of Professor L. C. Dillenbach of the deparl- ment of architecture.

The prize of Rome in architecture is awarded annually by the School of Fine .Arts of the .American Academy of Rome. $4,500 in cash is awarded to the winner to be spent in three years of study at Rome. B. Kenn'eih Johnson, arch. '28, was awarded the prize last year and is in Rome at the present time.

R. J. RoARK, c.e. '11, associate pro- fessor of mechanics at the University of Wisconsin, is the author of University of Wisconsin Bulletin 69, ".A Study of Cir- cumferential Bending of Pipe^ niul C\lin- drical Containers."

II. C. Kkannert, m.e. '12, is president of the new Inland Container corporation at Indianapolis, which is a consolidation of the Inland Box corporation with the Gardner H a r v e y Container compain of Middletown, Ohio. Krannert had been the president of the former organization. Fhe new company, which makes corru- gated fiber board shipping containers of all types, turns out about fifty car- loads of boxes daily. .A printing plant is also maintained, and the volume of business necessitates both day and night shifts.

Krannert has been in the paper busi- ness ever since graduation and has orig- inated various improvements in machines and methods. The Inland Box corpora- tion was started about four years ago.

K R A \ M

II. Carl Wolf, e.e. '13, is now assistant to the operating vice-president in charge of gas operations of the Central Public Service company of Chicago.

L. P. Atwooo, c.e. '94, has been ap- pointed principal assistant engineer of the Railroad commission at Madison, Wis- consin.

(Continued on Page 174)

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ONTEMPORARY -^^-^ ENG I N EERI Ncf^N EWS.

An American Factory in Russia

A group oi American enj;iiifers began automobile factory and model industrial recently the construction of a $50,000,000 city at Nizhni Novogorod, 270 tniles east of Moscow. More than 100 engineers and draftsmen have worked here during the fall and winter preparing plans for this great project.

The preliminary work was completed before the arrival of the American part\ — the channel of the Oka River was dredged so that supplies could be landed, railroad tracks were laid to the site, and (|uarters erected for the engineers and the 8,000 Russian workers.

The Soviet Detroit will be completed some time in the near future and may aid in the reconstruction of Russia.

A New Trend in Foundry Industry

While no figures are available on the tonnage of gray iron castings produced in 1929, an increase over the total output of 1928 is indicated in the statistics on pig iron production recently released by the American Iron and Steel Institute. Dur- ing 1928 a total of 3,808,988 tons of foundry pig iron was produced for sale, while in 1929 the amount was 4,112,649 tons. This is an increase of 303,661 tons or 7.97 per cent. Production of malleable pig iron for sale showed a remarkable in- crease over the same period. The figures as given are 1,700,178 tons for 1928 and 2,060,662 tons for 1929. The increase is 360,484 tons or 21.2 per cent. This i[i- crease cannot be wholly attributed to an increase in malleable castings production as a reliable estimate places the produc- tion in 1929 at 5 per cent over the output of 1928. However, it is known that many gray iron foundries are using more and more malleable pig iron to improve their mixtures. Therefore a large part of the gain in malleable pig iron output may be attributed to the gray iron foundy de- mand for that material.

Lithium Lightest Solid Purifies Metals

Lithium, the metal, is the lightest known solid. It is only little more than half as heavy as water; light enough to float on ether or the lighest gasoline.

The pure metal is very unstable in air and causes water to decompose at or- dinary temperatures. When heated to just above its melting point, 365 degrees F., lithium burns with a daz/ling flaine. Its salts, however have a brilliant red flame.

The metal has a most remarkable chem- ical activity of a type to make it useful as a "scavenger" in purifying metals. It is said to be able lo remove carbon, sulfur.

phosphorous, ox\gen, nitrogen aiul iilher impurities from allovs and pure metals. A few hundredths of a per cent of lithium added to aluminum and its alloys produces a hardness not otherwise obtain- able. Such an alloy is "Skleron." .\ fraction of a per cent of lithium added lo lead makes a suitable bearing metal. "Bhnmetall," such an alloy is used ex- tensivelv in German railwavs.

Skyscrapers Outlawed

Buildings over twelve stories in height have been prohibited in (iermanx by the order of the Oerman government. In some provinces the maximum height of build- ings is limited to ten stories, and dwell- ings in no part of the country can exceed five stories. These limits were established after a canvass in (German municipalities.

Chanf>ini> City Building Codes

Early in 1929 Merchants Association of New Vork began the preparing of a draft revision of the building which was last amended in 1915. Several subcommittees made up of leading engineers and archi- tects of the city did the actual work and submitted their report in December, 1929. Some of these changes, including mini- mum loads on structural steel and iron, were incorporated in a bill which was signed by the mayor and went into effect on March 25. This amendment shows advanced thinking In the field of struc- tural design.

A Lono Gas Pipe

Preliminary negotiations have been completed for the construction of a 950- mile pipeline to deliver natural gas from the Texas Panhandle to the Chicago area. The pipeline will probably be 22 inches in diameter, and intermediate pumping stations will maintain the flow.

Aeroplane Aids Geodetic Survey

The aeroplane is proving a valuable aid to engineers of the (Geodetic Survev of Canada. During 1929 officers made air journeys totaling 22,000 miles in the per- formance of their duties. The results ob- tained, it is stated, point to even greater usefulness of the aeroplane in seasons to come.

Winter flying in connection with geodetic surveying was tried for the first time in Canada during February and March of 1929, and the results were ad- judged highly successful, (ieodetic opera- tions ^vhich could not otherwise be con- ducted during winter are thus made possible. Many aeroplanes which are used for other purposes during the spring, summer and fall are available for surve\ing work in the wiiuer months, and

it is an advantage to keep them employed at this time.

rhe aeroplane is especially valuable in reconnaissance work. In establishing tri- angulation, suitable routes may be chosen ill a fraction of the time required to carrv out this work on the ground. Further, flying is a means of covering otherwise inaccessible territorv.

A Modern Fishing Ship

A 5,300 ton ship, the "Seapro," was re- cently put in commission in England for fishing along the African coast. It is to be the mother ship of a fleet of motor boats which will do the actual fishing. The vessel is uni(|ue in that it can take a daily catch of 60 to 100 tons of fish and reduce it on the spot into the most useful commercial commodities.

Since 70 to 75 per cent of the weight of the fish is water it is obvious that a great deal of handling expense can be saved. The ship is virtually a floating factory. The coarser kinds of fish are shredded in hacking machines and after passing through dryers are ground into meal. The finer grades are cleaned, cooked and canned. These cans are made in a complete can making plant aboard. In another part of the ship oil is extracted from fish livers. When the ship docks after a trip it has a stock read\' for the consiHTier.

A. S. M. E. Student Branch

The .American Society of Mechanical Engineers is a universal organization of men engaged in engineering, chiefly in mechaTiical engineering, having a total membership of approximately 20,000 members in all parts of the world.

It is a iTiutual benefit organization its chief purpose being the promotion of the profession of mechanical engineering and to conduct investigations and set stand- ards governing that profession.

The V. of I. student branch is one of 99 similar organizations, located in other leading technical schools in America and affiliated with the national organization.

The various student branches through this affiliation are granted many of the privileges of the organization's regular members, such as purchasing any of the society's publications at special member- ship prices, use of the society's emplo\- ment bureau, and the right to receive technical liulletins and papers (»f the or- ganization free of charge.

rhe purpose of the student branches so to bring together the students taking M. E. to a closer contact with their in- structors and members of the national or- ganization. To carry out this purpose these meetings the business of the organi- zation is first discussed and is followed meetings are held twice each month. At by a short talk by a man from some en- (Conliiiii/it on I'liijr 174)

Mfiy. I^KW

THi:Ti;cHN()(^R.\i>n

169

HOW HERCULES EXPLOSIVES ADVANCE CIVILIZATION

EXPLOSIVES

MAKE POSSIBLE THE NATION'S HIGHWAYS

R.

kEMEMBER when you drive over America's roads— a nefwork of highways that knits the country from the Atlantic to the Pacific and from Canada to the Gulf of Mexico— you are indirectly utilizing another of explosives' many contributions to our civilization.

For dynamite makes the modern highway possible. Stone, cement, asphalt, and other road-building materials — all are first wrested from the earth by explosives. Explosives also blast trails over mountains, drain encroaching waters, aid in the construction of bridge abutments, and In other ways afford easier access to cities and towns.

Not only in road building, but in many industries— on land and sea and underground— explosives are helping us enjoy a richer, fuller civilization.

In these achievements, Hercules explosives have played, and will continue to play, an important part. You will find it well worth while to know more about this engineering tool. Write for a copy of The Explosives Engineer.

HERCULES

POWDER COMPANY

(incorporated)

^ 941 KING STREET

Irli WILMINGTON, DELAWARE

170

II ■liril\( XiKAlMI

Mny. I<)M)

I'ACE Kixsn:iN

A ccrtaiii cluip h;Kl an old hack that kept him poor luiwiig gasoline. Recently he bdiJKht a new set nf tires that were Kuaranteed tn save 15 per cent nf his Kas; a new carburetor that saved him 25 per cent; a new transmission that saved him 15 per cent; a new oil that saved him 15 per cent; a new water pump that saved him 20 per cent ; a new set nf valves that saved him 20 per cent; and a new rear axle that saved him 18 per cent; now he has to stop every 100 mile- and hail out his tank.

— irlsioiisin luii/iin ir.

I'hc old doctors watched each itiovc ol the student doctor as he amputated ihr man's leg. I'pnn finishing, the student said:

"Well, was it done correctly?" "Ves it \vas done correctly, hut you've made one slight mistake. Von amputated the wrong leg." — PuiJur Enijinirr.

"I'm twenty-one today, Init I can't vote." "Why?" "There's no election."

— Purdue liiK/innr.

"lust think, man has learnctl to {1\ like a iVird!"

"\>h, Init he can't sit on a harli wire fence." — KxdiatKjr.

\ young lady who wanted to keep up with the latest styles went into a dry goods store and called for a pair of rolled hose. The clerk was etjual to the occa- sion— with a little to spare.

"Have a seat, miss," he said with alacritv; "we roll them free of charge." — Kansas Slair Etujiiirrr.

"Jakic, do you know what dense is?"

''Dense is vot mine sister does mit

every muscle in her body ven she's in the ballroom." — Purdue Entjinirr.

He-scz: "\o\x didn't know who I was at the game yesterday, did you?" Shc-sez: "No, who were you?"

— Kansas Stair Enijiurrr.

I.aih : "Do vou do an\ thing in the nude, Mr. Von bobber?"

.Artist. "Just my morning shower, madame." — Exrliauijr.

First Papa: "Do \(iu think your son will soon forget all he learned in col- lege?"

Second Papa: "I hope so — he can't make a living necking."

— Coluinhia Jrslrr.

:\ careful girl is Mary Dunn, She iic\ er stantls against the sun.

— Yrllov: JatkrI.

"A pretty snappy suit," said the baby as he was put into his rubber panties. — H'isconsin Eniihirrr.

* * *

If \ou get caught in hot water be non- chalant. Take a bath.

— .1 nna/>nhs Lnij.

Mcard the (Mie about the Scotchman who always drank a pint of whiskey before going to bed so he can sleep tight?

— Ohio Statr Enr/lnrrr.

ilubby: "(iee, but I miss that old spit- toon !"

Wifey: "That's precisely why I took it away." — H'isconsin Enijinrrr.

Bond house clerk (dictating to steno): "Do you retire a loan?"

Steno: "No, I sleep with grandma." — Wisconsin Engineer.

Jack: "C'mon, slip us a kiss." Jill: "Naw, I got scruples." Jack: "That's all right. I've had 'em twice." — Rnse Trchnii .

\\'hen a diplomat says "Ves," he means "Maybe," and when he says "Maybe" he means "No," and if he says "No" he's no diplomat ;

while when a lady says "No" she means "May- be," and \\ hen she says "Maybe" she means "Ves," and if she says "Ves" she's no lady. — ExcUanije.

Three fraternity men died about the same time and went to heaven together. St. Peter was examining them at the gate and assigning them to their places. He turned to the first and said:

"Well, what were you down on earth?"

"I was a Sig Ep."

"Well, vou can sit down over there at Cod's left."

St. Peter then turned to the second and asked him the same question.

'I was a Sigma Chi on earth."

"\\'ell, I guess you can sit down at Cod's right."

The third fellow then advanced to be recognized, stuck out his chest, and prouil- ly announced:

"I was a Beta."

St. Peter looked puzzled, scratched his head, and finally said:

"(luess vnu'll have to get up, {>od."

* » »

Old maids wear cotton gloves because they have no kids. — Exchanije.

DEFINITION Bachelor: One who didn't own a car ^vhen he was young.

— H'isconsin Eni/inrrr.

'Wh\ this office is a regular oven." "It ought to be. It's where 1 earn my daily breatl." — Exi liantic.

"I hear he was a big gun at college." "That so? What kind?" "A sort of smooth bore."

— Purdur Enrjinrrr.

"Mygaivd," cried the tight as he crashed into a gas station. "I've struck oil." — Purdue En//inerr.

Judge: "I fine you a dollar and ten cents for beating your wife."

Prisoner: "What's the ten cents for?" Judge: "Federal tax on amusements." — IFisconsin Enijinrrr.

Jake: "Who's this guy Timken ?" Ache: "I'm not sure, hut I think he's one of these Holy Roller fellows."

— Purdue En/jineer.

Pat was tired of war and longed to go back to his friends. He had served in the army of the Potomac for two years and was anxious to be free for a few days at least. So he went to the captain and said: "Captain, I have been in the army two years without a furlough. I would like to go home for a few days to see my dear wife and children. I am sure they would all be very glad to see me. May I have a two weeks' leave of absence?"

"No, Pat," replied the captain, "I have just had a letter from your wife asking me to keep you here as long as possible. While at home you get drunk and beat her; I think you had better serve your term."

Pat turTied around and asked the captain: "Captain, will you put me in the guard house if I tell \ou one thing?"

"No, Pat."

"Captain, two of the biggest liars in the Army of the Potomac are in this tent ; I am one of them. I have no wife. " — Wisconsin Engineer.

\'oice from above: "Mary!"

\'oice from below: ""Ves, mother?"

\'oice from above: "The clock has

struck twelve three times now. Let it

practice one for a while."

— irisinnsin Enginrer.

The big difference between the stuff that the student of today drinks, and the stuff Rip \an Winkle drank is that Rip woke up. — Exihange.

May. 1930

Tin: 'iKciiNcKjKAPn

171

TIME-THAT TOUGH OLD TESTER-FINDS A FOE THAT FIGHTS HIM OFF

Many generations ago, Time — That Tough Old Tester — began his fight with genuine puddled wrought iron. Against that sturdy metal of which Reading 5-point pipe is made, Time first used his most potent weapon, corrosion.

Year aFter year after year. Time poured his corrosive mixtures over and through 5-point pipe trying to set in action the destruction which men call rust. But no loop-holes could Time find — filaments of silicious slag barred the way. Only pipe made of genuine puddled wrought iron has proved that it can thus fight off the test of Time — the only conclusive pipe test known.

Make your first cost of pipe the last cost, avoiding damaging leaks, by insisting on Reading genuine puddled wrought iron pipe.

READING IRON COMPANY, Reading, Pennsylvania

^«k).<iaiihi|l|

GENUINE PUDDLED WROUGHT IRON

EADINC PIP

DIAMETERS RANCIfNJO FROM "/6 TO 20 INCHES

For Xour Protection This Indented Spiral Forever Marks

Science and Intention Have Never Found a Satisfactory Substitute for Genuine Puddled Wrought Iron

Till TlXIINOdRAIMI

May. I03P

AMONG US

R. C. Oelkk

?

liach year it /'i t/ic custom of the 1 cc/inogn

six men, seniors in the engineering schi\

years here, who have, as it were, adi\

campus. These men are chosen hy\

seem to us the best en.^ineers, no\

other activity honors, hut beci

more, within and without, ti

the en^ineerinil school. Si

partially — we have triea

rather than prejudice.

six outstanding eng

'.>0. May their i

continue to he

have their

the Univei

\V. A. HtiN/K

These faces are all well knouii ami a tew words will be devotctl to their outstaiuling achievements here on this campus. R. C. Oder, M. V... won three letters on the gym team and was awarded Big Ten Conference Honor Medal for superiority in athletics and scholarship. He has served as presi- dent of Tau Beta Pi one year. W. A. Heinze, M. 1!.. has been prominent in publication work and. for the past two \ears. has been a member of the Illini Hoard of Control. R. A. Rodgers, Arch., won three

R. .\. Kddcf.rs

.M„v. I "Ml

'Pill

XOCR.M'll

I7,>

ENGINEERS

7? to bring forward the names of fire oi , who have been oiitstamling in their four ' a little more to our iilory here on the junior eotnmittee, not heeaiise they H'caiise they have won letters or <e as a group, they have done epresent on the eampus, and ! men must be ehosen im- < choose them so, on merit I, may we present again, 'ers from the class of 's after graduation su c c e s sf u I as t u r y e a r s at y of Illinois

■><3

)

J. J. FoRlilll

?

¥. W. lloi.liKOOK

letters in tr.uk .iiul was .1 incnihcr (it a World's champion sliuuic icla)i Icani. j. J.. I'lorcth, M. IC, gained niilitai\' lionors as l,t. Colonel in the IJiiiveisity Hrij^ade; and on the field he \\ a^ awarded two letters in soccer. I''. \V. Ilolhrook, C. I'"., won three letters in swiniminf; and was I^ig Ten Champion of the hreast stroke. J. VV. Dewolt, R. E. E., has been prominent in Engineering activi- ties as a member of Tau Heta Pi, and has been very active in dramatics, serving as senior business man- ager of the Theater Ciuild.

J. W. DiWorr

74

ii: 'i"ix'ii\()(iR.\pn

May. 19.W

Alumni Notes

(C.niiliiuuil jrom Paiji- 167) jACon II. \Va[,i,.\ci:, m.c. '03, died Jaiui- ry 23, at his home in Sail niefjo, Cali- irnia. lie was connected with the cit\ iHiiieerini; department there. Me was irii March 8, 1877, at Altamont, Illi- lis, where he attended grammar and igh school. He was a member of Tan eta I'i and Sijjma Xi. I'pon ^fadiiation ? went to the Inivcrsity of Missouri to ach for a year. After that he moved the Iniversity of Colorado, where he :came a professor. Since 1909 he has ?en with various commercial enKineerin^; impanics in Denver and other western ties. He went to San Diego in 1924. ter becoming chief engineer.

I'RAMIS O'DON'MM.I., c.c. '11, is chief igineer of the gas and electricity de- irtment of the city of Chicago.

Prni.ii" D. CJli.i.FiAM, c.e. '04, is a civil igineer for the Kentucky state highwav ■partnicnt and lives at Frankfort, Ken-

Frank \. Randam., c.e. '05, has been ected a member of the board of directors the Collegiate Club of Chicago. He is so head of a group in the membership nnpaign and a member of the ways and cans committee.

CiiAKii.s Harris, arch. '10, of the firm Harris and Spangler, Decatur, has :en named supervising architect of a emorial fountain to be erected in De- itur in honor of the late M. I,. Flarry,

vision manager of the Illinois Power id Light corporation. Roonev Spangi.er, ■ch. '21, is his partner. Both were form- •ly in the office of the supervising archi- st of the I'niversitv.

Wll.l.lAM it. lIli.i.iiR, m.e. '10, of Route Peoria, died December 28. He was an ficiency engineer with the Central Illi- lis Light company. Hefore this, he had •en associated with the Copper Queen onsolidatcd Mining company at Bisbcc rizona.

D. D. WiM.iAMS, c.e. '07, is a civil eii- neer and southern erection manager foi e Chicago Bridge and Iron works.

|oii\ W. I'liOMSiN, c.c. '10, is vicc- esident of the Staupp Brothers JSridgc (1 Iron company of St. Louis.

IniiN \. Sciiai;ii;r, m.e. '98, president the Cement Cnin Construction company, author of an article in a recent cop\ the liiujiuniiiui \rius-Rr( orj dealing th hiv line of ivork.

BiRi L. .'\xi)i;rsox, e.e. '07, is assistant i the president of the I'nion Switch and ignal company of Swissvale, Pennsyl- [inia.

Frank CJoodspeed, arch. e. '09, is as- iciated with the Illinois Engineering impany of Chicago, doing both sales and igineering work.

Charles S. Pope, e.e. '09, is vice-presi- cnt of the Central V'alve Manufacturing impany at 231 East 95th street, Chicago.

Louis E. Fischer, mun. e. '98, president f the Illinois Terminal Railroad systein,

now planning a new route for the lines ito St. Louis.

A. v.. IloRSi, m.c. '11, was elected president of the Associated CJeiicral Con- tractors of .\inerica for the year 1930 at the eleventh annual convention which was licid januarv 20 to 23 in New Orleans.

JiiiiN Ki:mi,, arch.c. '13, is a ge building contractor in Los Angeles offices at 73fiO Beverlv boulevard.

(liiiKd: A. Li:i:rs, e.e. '13, Is superin- tendent of pleasure drives and park dis- tricts in Springfield and is a director of the Chamber of (\)mmerce.

(contemporary Engineerini*

(Conlinurd from I'aiji- 168) gineering companv. an instructor in the I'niversity, or a film on some subject re- lated to engineering is sho\vn. Outside of the regular meetings, the student branch sponsors an annual smoker, annual ban- quet, and an annual picnic for mechanical engineering students.

I'hc local student branch of the A. S. M. E. has at present 126 student mem- bers, 39 of which are seniors, 45 juniors, 21 sophomores, and 21 freshmen. In addi- tion to these there are several faculty members.

'['he officers of the organization are: .\dvisnry president — Prof. O. A. Leut- Aviler.

President — W. S. Benjamin.

Secretarv — \'. L. (Vern) Durrcstein.

Treasurer— W. R. (Bill) Reinbold.

At the last meeting. May 7, a five reel film entitled "Arteries of Industry" was shown. These meetings are held in the lecture room in the M. E. Lab. and arc open to aiiNone interested xvhether he is a inciTiber or not.

/'. L. Dunrsliin.

Departmental Notes

(Conlinacd from Page 165) Wiegand, R. L. Manville, L. R. Solomon, C. M. Cardiner, R. P. Honold, V. \V. [oslin, C. H. Rapp, K. C. Lvon, \V. J. Strain, P. B. Evans, S. P. Langhoff, K. I. Caddv, A. S. Davis, E. C. Franzen, R. K. Cook.

The last meeting of the year was an election and installation of new officers, a short discussion of activities for the coming year, and a report of the financial condition of the organization.

Pi Tau Sigma

Pi "Fau Sigma, honorary mechanical en- gineering fraternity, held its regular spring initiation banquet Sunday, May 4 at Newman Hotel. At that time six juniors were initiated, namelv, V. \V. Joslin, C. E. Ford, B. E. Boyd, G. O. Christensen, R. H. Newell, and M. K. Mc.Anally. The chapter has now a total active membership of twenty-seven. The officers of the organization are:: C. ^'. McCowii, president ; R. P. Honold, vice- president; K. F. Eklund, corresponding secretary; L F. Schroeder, recording sec- retarv; and R. Roman, treasurer.

—K. F. F.khuui.

Scarab

Scarab Professional fraternity an- nounces the following men who were in- itiated on May 6. .Irrhitnturr: — J. J. Fit/patrich, W. F. Mc\'augh, T. Christen- son, F. VV. Salogga, A. E. Cnillinger, B. E. Rine, C. H. Vogtborg, R. I. Schauer, F.

A. Plumbo, K. H. Lind, R. W. Graham,

B. C. Oerber, F. Reed, and J. E. Ferry.

Arch. Eng.:— D. E. Thai, V. C. Swan- son, W. A. Strandin, J. B. Mochenhaupt, P. B. Bvrne, and M. Turlev. l.anJsrapr .Ircli.: R. II. CJriffith, L. F. Rischer, I. (;. Roberts, T. B. Forbes, and R. L Elli- frit. Scarab was one of the fraternities iielping to sponsor the Fine Arts Ball. A pledge dance was held April 25.

Gargoyle

Gargoyle Society held their spring in- itiation at the I'rbana-Lincoln Hotel Sun- day, May 4. Seven juniors were in- itiated: Arthitrctural Enginrrring: J. N. I'irok, J. E. Spann, T. Ito, and L. S. Sutherland. Arcliitrcturc: K. Lind, A. Klasing, and F. J. Rose.

Sigma Tau

Sigma Tau initiated nineteen junior en- gineers at its semi-annual ceremony held at Inman Hotel Sunday evening, April 27. Fhe initiation was followed b\ an elab- orate ban(|uet at which Prof. L. H. Pro- vine of the Department of Architecture ably filled the chair as toastmaster and entertained all with his wit as he intro- duced the speakers.

President M. F. Carlock welcomed the initiates into the organization, and in re- sponse to his talk F. K. Eklund arose and spoke a few words. Prof. LeRoy Fucker, a graduate of Illinois and instructor in the Department of Theoretical and Ap- plied Mechanics, told of his experiences among engineering schools of the South. Prof. Hardy Cross entertained all with wit and wisdom as he sketched the "Big Job ^'ou Will Get." The program closed with a speech by Prof. W. C. Huntington on the "Changing Status of the En- gineer."

I'hose who were initiated include: T- N. True, M. T. Ekovich, F. In. Eklund, C. E. Ford, V, W. Joslin, S. P. Langhoff, C. E. Staples, M. M. Culp, K. C. Lvon, Bob Rugh, R. I. West, W. P. Burglund, W. J. Strain, P. B. Evans, Art Klassing, W. T. Cooper, M. E. Dean, and A. Mabon.

Eta Kappa Nu

Three juniors were initiated into Eta Kappa Nu, honorary electrical engineer- ing fraternity, last Sunday evening. May 4, 1930, at a banquet held at the Inman Hotel. The names of the initiates are:: C E. Flodin, J. H. Armstrong, and (i. W. Pickcls. Informal initiation was given to the men Thursday evening in the Electrical Engineering Laboratory.

Most of the seniors who are graduating this June have decided which of the numerous branches of their profession thev are going to enter after Commence- ment. Celso Gentilini, C. E. O'Donnell, and W. H. Formhals are going to work for Westinghouse Company. R. C. We- beck will be operating a power plant in Kewanee, Illinois. H. A. Manual is going to build synchronous motors up in Minne- apolis. C. A. Huebner and W. T. Cooper are going to he exposed to the Central Station Institute Course oflered by the Insull I'tilities group in Chicago. S. R. Jordan just can't think of leaving his .Mma Mater to go to the dogs, so he is going to come back in the fall and take graduate work with the intention of get- ting a Master's Degree and then perhaps teaching the juniors and seniors of the future. The rest of the actives are just waiting for that million dollar job to walk up and bite them.

.l/rt.v. I<^30

THE TECHXOGRAPH

175

OX1/1/-ELDI1VG

• • THt f 0€ OFfRICTlOX

INDUSTRY no longer scraps metal parts that have become batlly worn. By oxy-acetylene welding such parts are readily built up to size and returned to service as good as new.

Often wear indicates the desirability of special quali- ties in the wearing surfaces. Oxwelding provides a rapid and effective means of applying bronze as well as abrasion resisting materials such as Haynes Stellite, thus minimizing the necessity for further renewal.

Millions of dollars a year are saved in American in- dustry by oxwelding — the foe of friction.

THE LINDE AIR PRODUCTS COMPANY, THE PREST-O-LITE COMPANY, INC., OXWELD ACETYLENE C<»MPANV, UNION CARBIDE SALES COMPANY,

Units of rNIOIV €AltUI»l^ AND CAIKBON COUPOIIATION

General Offices . . . 30 E. iZnd $>l.,N. V. \\\4H Salon Offices ... in Ibe Principal Cities

65 Lindc plants ... 48 Prcsl-O-Lite plants ... 174 Oxygen Warehouse stocks . . . 156 Acetylene Warehouse stocks ... 42 Apparatus Warehouse stocks . . . 245 Union Carbide Warehouse stocks

176

Tin: IIX'IIM XIRAl'll

May. I9.W

Modern Tendencies in Arcliilecture

(Conlintiiii from I'tir/i I.^S/

4. Vista or \ie\v from room to room.

5. Outlook and exposure.

Recent tendencies in house construction seem to be in favor of smaller houses. Rut, while most people seem to prefer a smaller house, the average home-builder insists upon larger rooms, especially those who have lived in apartments or the cheaper commericial houses. The "restfulness of uncluttered space" appeals to American women more insistently than ever before. Where lack of funds or space make it impossible to have two rooms of desirable size, most people prefer one large room (doing the duty of two rooms) to two smaller rooms. Thus the dining room and living room are now often combined, while tiny bedrooms disappear in favor of bed closets.

While there has been, for the past few years, a marked tendency toward the erection of period-st\le houses, such as Colonial, Spanish, English, French, and

■\j-

^\

.sC^jggggjg^

A Mu.inn Cirman llmiu

the like, there now seems to be a nio\enR'iit toward something more expressive of the materials used and more completely reminiscent of our life and thought. This movement, so far as residential types are concerned, has, however, not become so apparent as in our commercial, educational, and religious architecture, and the close student of modern material progress is forced to admit that our architecture pretty generally and our houses particularly arc quite antiquated, if not almost medieval. The momentum of old art forms or perhaps a certain artistic inertia with respect to new forms seems to bind us. Thus, although we have had the incandescent electric lamp for fifty years, we have not yet learned its meaning or solved its artistic expression, and still insist upon constructing medieval candelabra with fake white cardboard candles and flame-shapeii bulbs. Hut 1 must

not allow my.self to multiply the great number of in- sincerities we practice, for I would consume my time and fail of my purpose.

Some observations upon what is the matter with the picserit house-plant physically and artisticalh' may, how- t\ir, not be out of place. Perhaps one of the most serious objections to the present-day American house is that it is o\er-heated. This is because the humiditx problem has not at all been sohed. and with low hunu'ditv we ha\e to have high temperatures in order to feel comfortable. The result is that our homes are dry kilns that effectively wreck our furniture, our books, and our musical instru- ments and seriously affect our health. This condition, destructive to property and detrimental to health, is one cr\ing for scientific investigation and an economical solution.

Correct humidity involves sweating windows in cold weather and most people seem to prefer air that is too dry for both MS and our belongings rather than have con- densation upon the windows. Correct humidity seems to call for double window sash wihh provision for drainage in case of condensation. Moreo\er, wood as a material for window sash under ideal conditions of hiuiiidity is, becau.se of its expansion and shrinking, not ideal. A more nearly correct material would .seem to be a welded steel frame into which the glass is directly set. Even this can be improved by the substitution of some non-corrosive metal or some plating of the steel, or perhaps the >ise of the much-heralded rustless steel.

Casement windows capable of being closed as tightl> as a refrigerator door set double so as to entrap an air space between would seem to come nearer a solution than we have at present. The development of a good, work- able, and cheap steel or cxpandcd-inclal double-hung window sash might solve this problem.

The advent of the new "Vita"' glass, which admits all the beneficial rays of sunlight may make of our hot houses something that more nearly corresponds to the out-of-doors, if we will but profit by its use. Moreover, an entire revision of the whole plan problem may result, it we take up seriously this problem of orientation in order to capitalize upon sunlight. My own view is that the future house will have far more windows and windows placed far differently than is our present practice. V^acuumized correctly, they need not be a seri- ous source of heat loss in cold weather.

The whole matter of insulation (both against heat and sovuid ) which has recently received .some thought, holds untold benefits for future homc-bvu'lding. Made of refuse materials, like the bagasse of sugar-cane or from cornstalks, as Professor Sweeney of Iowa State College proposes, much material may become cheap enough that it can be used not only to keep houses warm in winter but to keep them cool in sunmier. Moreover, some cheap method of refrigeration which will permit cool air to be blown through our warm air pipes in summer, is a possible solution, if houses are adequately insulated and vacuumized sash are u.sed. Certainly we can look for- ward to soiuul proof floors, walls, and doors in the ver\ near future.

A more adequate flooring material is still one of the crying problems, and one that has not by any means been sohed. The ideal floor surface should be soft, (luiet, warm, cleanly, durable, yet easy to repair. Hard- wood is not the .solution, and as yet there is not a perfect material. Cork and rubber are probably the best materials now available, but they are still fairly high in price and not completely satisfactory, either physicially or artistically.

The problem of smut and soot in winter and the

il/rty, 1930

THE TECHXOGRAPH

177

myr i tilliamh. stockham, our

^^Vl .i\ / founder, in a rough wooden W\^|V/ shed, 60 by 100 feet, with ^^\^^^ only four fellow -workers — ^^ ^m saw the possibilities of so

T ▼ humble a product as pipe

fittings, if made and marketed on the basis of greatest service. He inspired and shared in the efforts which liave resulted in fifteen hun- dred workmen stepping into the shoes of that first tiny group, — which have resulted in car-

loads of fittings traveling «laily to e\ory cor- ner of the continent.

To the second generation and its customers, far more precious than our founder''s tireless energy, or than his courage, is his working creed '*the basis of greatest service." For this applies both to the smallest individual fitting — and also the entire method of dis- tribution.

STOCKHAM PIPE 6" FITTINGS CO.. Virmingham.c^la.

MRS. KATE F. STOCKHAM. '85

R. E. RISLEY. '20 Supt. Intellection Dept.

178

THK ti;ch\()(;rai'h

Ahiy. 1930

consequent soiliiii: of walls, ilia|H-ries, upholstery, and rugs, to say nothing of the terrific burden of cleaning, is still one of the outstanding problems in home operation. Whether or not it will ever be possible to burn bitumin- ous coal in the private home plant without a consequent accompaniment of filth, I rather doubt. Certainly, the present method of cleaning warm air ducts, even with the so-called vacmim method, is not all that is claimed for it.

A solution especially in Illinois, would seem to be a\ailable in the burning of the coal at the mines for tin- generation of electrical energy that could be used to heat our homes. I am not conversant with the economic aspect of this matter, but if conducted upon large enough scale, it would probably be possible to furnish the electricity at a rate cheap enough for heating purposes. In certain parts of our laml, endowed with much sun-

./ Mihln-ii Girman R.siJni,,- in ll.rliii

shine, the storage of solar heat by some mechanical pro- cess might be devised. The domestic water supply is now heated b\- a solar process in many parts of the south- west.

While we are learning the splendid values for health- ful living to be found in fresh air and sunshine, we are also learning that ground air at night is not the best. Moreover, mosquitos and other insects hover near the ground and upon bushes. I look for a rapid utilization of the roof, not only as a daily recreation ground for simny winter days, but the regular lounging place for summer evenings. Peoples in Mediterranean lands have long ago learned to utilize the roof; why should we not apply this knowledge?

All these suggestions, sketchy as they are, are only signs of a deeper movement — a movement which, through the application of science, seeks to make a better, cleaner, and happier world. Already the material adjustments have begun to take place, but strongly the aesthetic ex- pression has not as yet caught up. Hence our childish worship of historic forms that ill befit modern li\ing physically, and ill express it spiritually.

In France, (jermany, and the Scandinavian coimtries the artistic solution is being attempted with a splendid and fresh enthusiasm, but so far in America, where free- dom from precedent should prompt us to clear thinking, we have been very conservative and most of the attempts at modernity have been childish imitations of what is being done abroad. So long, apparently, have we been concerned with atlopting the manner of foreign lands, that now, when the 'makings'" of a new architecture are at hand, we do not know what to do. This thing is

clear: jcc shall niv(r (jit nnyivhcrc ( n/ntrui livc/y if icr <i(i(/>t /III " iniidirni" simply as a nctc style anil attiiiipt til adapt It liy an iniitativi- pniicss In .hniriian nsis.

Style is not the thing. We must begin at the begin- ning. We must first concern ourselves with utility — with the mechanical expression, as it were, of American life and li\ing. When some of these problems have been solved, the lines, the forms, the spirit, the style if you will, will follow.

Take the automobile. It started out as an ugly, un- gainly, horseless carriage, but within twenty-five years it has become one of the trimmest, handsomest expressions of American life. It has real style and that style does not consist in becluttering the machine with remin- iscences of Roman chariots, French coaches, or even American Colonial stage coaches. It makes no reference to its horselessness by placing an ornamental horse or e\en a horse-head upon its hood. It stands on its own logic, and lives or perishes by its artistic expression of its function.

Architecture, on the other hand, is not so. It has up VMitil the present, been backward-looking instead of forward-looking, and has concerned itself with slavishly copying the past when it should have been .solving the artistic problems of the present, and anticipating the future.

Hut in Europe toda\', and to a small extent in America, the realization that we face new problems and new conditions is bringing forth new forms to meet these conditions. The large scale of modern business — the business of the combines (whether they be banks, man- ufacturers, or chain groceries) the tremendous scale of transportation, surface and aerial, the delegation of functions originally seated in the home to the various social agencies — in general the rapidly changing character of American living — these facts call for a changed form of house, a changed street system — in short, a new type of city.

What that new type of city will be, I do not feel qualified even to guess. This, it will take all the creative ingenuity of sociologists, economists, engineers, land- scape architects, and architects to determine. It is so vast and far-reaching a problem that no single class can soh'e it.

But while I may not sa\' just what the future city is to be, I may guess at the general type of the futiu'e house. Precise predictions, in so fluid an industrial age as is ours, are always dangerous, but I look for a steel- framed, electrically welded house, with tremendous glass areas, flat roofs for living and recreation purposes, in- teriors insulated against cold in winter and heat in sum- mer, vacuumized windows, correct humidity, the general elimination of wood as frame, floors, and perhaps as trim, tile utilization of an increasing number of new synthetic materials, and a general form and membering that will produce a beautiful expression of interior utility and fimction with no archaeological references to past habita- tion whatever.

In (lermany, concrete houses made of interlocking wall slabs, Ijj inches in thickness, with precast floor slabs made in factories, are being utilized, and what ma\ be called a "mass-production" house, but one designed by architects, and having real artistic merit, is at hand. Whether or not America will take this tack, I do not know. I do expect, however, that the house of the very near future will become a cleanly, trim thing that solves its utilities and art expression as efificiently and beauti-

May. 1930

THE Tr:CHX(X;R.\PH

179

T^ Each star marks a point at which Worthinglon equip- ment fiti into the Dieiel Power Plant

VTorthitigton 3-cylinder, 4-cycle, ;?■ x 25', Air- injection Dreset Engine inUatltd at Flint, Muiii- gun, MuniciDal Station

Fii

int

wanted dependable lighting . . . and got it

COMPRESSORS

Stationary and Portable

CONDENSERS and Auxiliaries

DIESEL ENGINES

GAS ENGINES

FEEDWATER HEATERS

WATER, OIL and GASOLINE METERS

MULTI-V- DRIVES

CHROMIUM PLATING

<^

J^iterature on request

WHEN Mr. Consumer quits for the day, he wants to relax. If he's a radio fan, he wants freedom from hne voltage fluctuation; if he reads, he wants steady light; if movies are his weakness, he wants them flickerless.

In Flint, Michigan . . . city of automobile manufacture . . . they have to relax. But they are wide awake on the subjea of lighting.

They wanted dependable low-cost power for their lighting system, and they got it . . . with a modern Worthington 3-cylinder 4-cycle Diesel Engine direct-connected to an a. c. generator.

Now in its third year of service, this unit is rendering steady, dependable service. . . representative of the performance prom- ised for and delivered by evet-y Worthington Diesel Engine. ■MMH^Kr^l Write for information on this type of equipment.

WORTHINGTON

WORTHINGTON PUMP AND MACHINERY CORPORATION

Worki: Harmon. S. I. Cincinnati. Ohio Butfalo. !<.y. Holyolte, Man.

Executive Offices: 2 Park Avenue. New York. N.Y.

GENERAL OFFICES: HARRISON, N. J.

District Sales Offices and Representatives:

CHICAGO DALLAS EL PASO LOS ANGELES PHILADELPHIA ST. PAOL SEATTLII

CINCINNATI DENVER HOUSTON NEW ORLEANS PITT.SBDRGH SALT LAKE CITY TULSA

CLKVELANU utTTKOlT KANSASCITY NEW YORK ST LOUIS SAN ERANCISCO WASHINGTOJJ

Brancli Qtftces or Representatives in Principal Cities of all Foreign Countries

ATLANTA

BOSTON

BUFFALO

180

TIIKTIXllNOCRAPH

iM,iy. 19.W

~W'\

^KJ^

AMERICA HIGH

TRAVELS IN

Mny. 19 JO

THE TECHNOGRAPH

181

This is an ajje of speed, comfort, smooth coordination. The telephone has helped to make it possible.

During the last thirty years the public has increased its use of the telephone 900%. At the same time the Bell System has kept making service faster and more accurate.

To improve and increase facilities, more than 550 million dollars were expended in

1929, and similar work in 19,^0 calls for an even greater amount.

The telephone is modern for the mod- erns—up with the times in every phase of life.

Voice communication from shore to ship, telephotography and telephone type- writing are now every day services; and other new developments are at the thresh- old of commercial use.

WESTERN E keeps in step

Since this age of speed depends upon ade- quate telephone facilities, Western Electric too must travel in high.

Fast whirl the wheels of production — turning out in 1929 a million and a half telephones, seventeen thousand miles of cable, a million and three-quarters loading coils — in all more than fifteen thousand carloads of this and other equipment for the Bell System.

Western Electric constantly plans to meet communication needs of one, two and even five years hence. A new factory at Baltimore has recently swung into production — extensive additions to plant are rising swiftly at Chicago and Kearny, New Jersey.

More and more equipment must be made, new kinds of apparatus are called for, improve- ments are being effected in products and proc- esses. Thus Western Electric plays its part in keeping the telephone "up with the times."

make it possible, LECTRIC also

Speetiing up the manufacture of telephone cable.

BELL SYSTEM

C^ nation-wide ipicm of tnier-connecting telephonti

*'OUR PIONEERING WORK HAS JUST BEGUN"

182

Tin; TlX'ilXOC^R APII

.1/,/v. I''M)

fully as (Jo the nioclcrn autninobilc. ncroplaiK'. oi' ocfan liner.

Now this progress toward a new architecture will bring a serious re-orientation of garden foinis and pro- cedures, and while the general fundamentals of design will doubtless remain unchanged, all of our present notions of what constitute beauty will probably topple. I look for a trim, efficient, cleanlx, "handsome is as handsome does"" type of beaut\ in the American house of the futme, and I believe something akin to this will carry over into and be expressed in our landscape forms as well.

Missouri River Improvement

((.nntinui\t from I'lir/,- 16.i)

speed of the current would make the stream unnavigablc. Revetment will be used to prevent concave banks from further cutting; dikes will be thrown into places where the engineers want the river to seek new channels. Xo changes can be made in the channel without considering the downstream "carom effect ' and making proper pro- vision therefor.

The improvement subproject at Lexington is a good example of application of the first two principles, though for certain reasons it was seen fit to violate the third one in this stretch. In 1927 a scries of five dikes was driven in 35 feet of water in Sni Bend (figure 1). Filling action began immediately. Notice that in 1928 there are two patches of willows on the accretion.

It was decided to iron out the double S-curve be- tween that point and mile 321. The dikes driven or pro- jected tor that pmpose are shown dotted on the map, and the dotted line tangent their ends is the proposed rectified bank line which will some day approximate the true bank of the river. The extensions of the lower Sni dikes were for the purpose of creating a gentler cur\c. The left bank dikes at mile 326 will cventuallv cause a

Map of a Portion of the Rivir

complete shift of the channel back to tangenc\ with the right bank bluffs. .Nearer the bridge, right hank dikes (figure 2) are tending to throw the channel back under the navigation spans, and further downstream left bank dikes are blocking the final loop and completing the stabilization.

Improvement Structures

Revetment is the commonest form of bank protection. It consists of a smoothly graded, paved bank and a willow or lumber mattress secureh' anchored and heavily ballasted which lies on the bed of the river in front of the bank and prevents scouring. (Figure 3).

It is customary to grade the bank with a slope of

one on three, by hydraulic methods. During the process sharp points of the bank are cut away, or faired out to gentle projections. The graded bank is paved with one- man stone.

The mattress may be either willow or lumber. It is iSY) feet wide and extends the length of the revetment. If of willow, it is woven a foot thick of willows having a diameter of from 1 to 23/ inches and a length of 10 to 25 feet, and reinforced with 3/8 inch galvanized stran<l. If of lumber, l"x4" material is used. This mat is quite flexible and adjusts itself to contact with a very irregu- larly shapctl stream-bed. The upstream end of the mat is anchored by cables slanting upstream to piles driven on the bank, and a line of anchor piles extends the length of the mat along the inside edge of it, spaced 16 feet on centers and driven to 15 foot penetration. One cubic yard of stone is used per 100 square feet for ballast on willow mat, and .6 cubic yard for lumber. Cribs on the outer edge of the mat carry additional stone ballast.

A minimum plant for a revetment job might be a towboat of 80 horsepower, one floating pile driver, a standard mattress barge, and four staniiard Missouri River barges. In addition the contractor woidd need a

Fiij. (). Mai Laid on Rivir-UcJ Rcvilmcnt for Bank Protidion

quarter-boat, barges for storage, and gasoline launches. The average re\ctnient job is figured at $21 per linear foot.

The standard pile clump dike is the most common structure used for changing the channel. ( Figures 4 and 5). The piles are of yellow pine, ash, hickory, |iccan, s\camore. cypress, oak, or elm. They average 16" diameter at the large end, and are customarily driven to 20 foot penetration.

The three piles for each clump are driven in a rough- ly equilateral triangle with a .seven foot side, and the clumps are spaced 15 to 24 feet on centers, according to the desired strength. There may be two, three, or four rows of clumps in the standard dike. The piles of each clinnp are drawn together and fastened near the top by seven turns of 3 8 inch galvanized strand, drawn taut by mechanical power and secured with boat spikes.

After clumping, stringers are put in place, wedged in by the pile driver, and cabled to each other and to one pile of each clump by three turns of the strand (see figure 5). The lap of stringers must be at least six feet.

Ordinarily specifications call for 104 feet of paving at the root of each dike. It is constructed as previoush' described. A line of piles set in postholes continues the line of the dike up the slope and constitutes the "root."

May. 1930

THE TECH NOGRAPH

183

The illustrntinn brloiv s/ioic.s ihr rnmplrlely equipped, tvelUlighli'd miiin chemical laboratory. Control laboratories are located invarious departments throughout the plant.

TURNING IDEAS INTO REALITIES

The well-lighted and completely equipped chemical labora- tory pictured below is the scene of many interesting and valuable developments in modern chemical manufacture. Here the ideas of many of our men pass through the experi- mental stage to actuality.

Each of our one hundred and ninety graduate chemists, mechanical engineers, and physicists has at his command the facilities of this marvelous chemical laboratory. In addition he has access to a remarkable physical laboratory, a complete library, and a machine shop for experimental purposes.

Facilities like these foster individual initiative. Because they are unhampered in their work, and left free to carry out their own ideas, many of our men have developed new processes that have attracted world-wide conunent. Thus Dow offers unlimited opportunities by providing the means and tlie in- centive for creative work. The result is an increasing nuinlxr of new and better processes that have gained recognition throughout the world.

The Dow Chemical Company, Midland, Michigan

1S4

Tin: IKCllNOGRAPII

May. 1030

Attci coiistiuction all piles arc cut to the proper rl(\atliiii b> .in electric bandsaw. To prevent scouring ot tlic bed at the dike line, and the consequent washing away of tin- dike, mat similar to revetment mat is laid on the rivci bed along the dike axis. (Figure 6). Its constrviction Drdinarily precedes the driving of piles.

Dike work is figured to average $M) per lineai' toot.

Retards are principally for bank protection. '\']u-\ arc constructed of trees lashed together with cable :[fn\ anchore<l at the outstrcam end to concrete deadnien. Anchor cables also slant diagonalh' upstream from tlie outer end and intermediate points to deadnien on the bank.

There has been some objection to long retards, on the ground that they are liable to sink, but a mat laid below them tends to prexent this, and a 1929 subproject called for over 6,000 feet of retards, with the longest one 2,200 feet in length.

Methoo oi' Location'

For the study of river conditions aerial maps were made of the lower river on a scale of 2,000 feet to the inch. They show all topography in the river bottoms. Because of the large number of detailed features which it is possible to locate from the photographs, even small changes in the river location can be determined by hunt- ing up objects of topography, observing their relation to the new bankline, and sketching it on.

On these maps tentative layouts of dike and re\et- ment work are made. A detailed map on a scale of 40(1 feet to the inch is then prepared of the vicinity' of pro- posed work. The rectified bankline and projected structures are laid out on it, and then staked out in the field in such a way that the pile driver can be easily lined in at all times during construction.

Present St.'Vtus For actual construction, the government has foLir plants of its own on the river, and other work is done b\ contract. River conditions during the season just passed were unfavorable and the work has been retarded. It is not considered possible to have the river in shape for navigation before late in 1931, some months later than originally predicted. 1932, however, will see barges in operation.

Building the Goolidge Dam

(CoiilinucJ from I'lir/r 1^6)

Sand and gravel for use in concrete making were obtained from a large bar in the Cjila River about half a mile below the dam. A washing, screening, and crushing plant was installed here by the contractor and the graded aggregate was carried to storage bins at the concrete mixers by an aerial tramway which had a horizontal length of 2,200 feet and a total lift of 285 feet.

The mixing plant was located on the west side of the canyon above the top of the dam and was equipped with two Smith mixers, each of which had an output of two cubic yards of concrete. These mixers were fed by auto- matic measuring batchers located directly under the storage bins. The cement, which was carried by truck from the San Carlos warehouse, was unsacked and stored in a cement silo adjacent to the mixing plant. The cor- rect amount of cement for each batch was weighed auto- matically before being fed to the mixers. The propor- tions of sand and gravel for each batch of concrete were measured by volume in RIaw-Knox batchers.

The construction work continued night and day with three eight-hour shifts. In the hot summer months no concrete was placed during the day and work on this shift was concentrated on the preparation of forms for

night pouring. At night the deep canjon glowed under the illumination of brilliant flood lights which brought out every detail of the structure and the rigging and cast long black shadows into the darkness.

Building the torni work for the dam was a major engineering problem in itself. In the first place, a surface which continually changed in shape and curved in every direction presented in the domes a difficulty which was overcome by the use of flexible wood panels which could be warped in any direction. As the domes in height the amount of over-hang increased, but the use of these 4x8-foot wood panels continued until the domes were leaning about 55 degrees with the vertical. This feat was accomplished by cantile\ering out from each four-foot lift of concrete after it had set up, and for this purpose bent steel bars in the form of an inverted V were set into the dome concrete during each pour and the new forms tied to the apex of these V-frames. The frame- work for the final crown of each dome was carried by a system of four three-hinged steel arches which spanned the gap between the tops of the butresses where the clear span was about 140 feet. Wooden auxiliary trusses were suspended at right angles with the steel arches and these supported the remaining framework for the upper part of the domes.

The dam was completed and water storage com- menced in December 1028. The program of construction had been carried through from start to finish without any serious delays and an excellent spirit of co-operation had been maintained at all times between the contractor's men and the government engineers. Six months later the power house equipment had been installed and was in operation. The water of the reservoir is now about 100 feet deep at the dam and the lake has already flooded over the historic Indian village of San Carlos, nine miles to the east. The successful development of this project will add about 80 000 acres of irrigated land to the Arizona desert and yet this is only one small step in the great service the government is doing in the reclamation of the west.

I iighway Location in Mountainous Country

(Conliiiurd from Pai/c 160)

At Grinell Creek another problem was sohed in the same way. The old bridge over this creek was placed in such a situation that any high water was likely to wash it away. That spring an unusualh' high water had seriously weakened it. Another bridge at the same site would undoubtedh' meet the same fate and the stream was also in danger of making a new channel. In order to clear up any uncertainty, at this point a survey was made of the land around the bridge for exca\ating a new channel. Detailed plans could then be drawn up in the office in the winter.

By the end of juh' one-half of the transit line had been nui. and it was necessary to move the camp fifteen miles down the valley. Before this was done, however, it was necessary to run several alternate lines and to "Reference out" that is to mark the transit line at fre- quent intervals. One method of doing this was to set the instrument over a transit point, pick out a nearby tree which was blazed, a tack was nailed in it, and a hub was set on a line between this tack and the transit.

An interesting example of why the engineer must al- ways check every detail of a problem occurred at this time. Three steel bridges had been built for the old road. It was noted, however, that they \ ibrated ex- cessively. An examination showed that no room had

Mny. 1030

THE TECH\(^GRAPH

185

ABOVE	She pur	c/ie.	a key	and the
quotatior	appears	Sim	ultaneo	usiy. in
brokers' o	ffices all	Dver	he cour	try , se-
curing a t	remenda	us in	crease i	n speed,
and reduc	ing the c	hnnr	e of errc	r to the
work of oi	ie person	inst	ead of h	undreds

of board boys

The Su	llivan	Balan	ced
An	Die	Con	T pre ss	o r
wh	c.h s	upplie	s low c	ost
air	POM	ver for build	• ng

New Automatic brokers' boards are being turned out rapidly. Soon they will record quotations simul- taneously all over the country. One girl at a key- board will post prices at hundreds of points at once — smashing all precedent in speed and accuracy.

Armatures for the boards are being broached rapidly, in air punches. Numbers are being sprayed on them with air — which will soon spell profit or loss to traders. Coil cores are blown from presses, with air.

Every production shortcut, and every machine which could cut time and cost on the new boards, has been adopted. And a vital factor is air power by Balanced Angle Compressors the choice of lead- ers in every industry.

Send for Compressor Catalogs, and the booklet "Engineering Sales Opportunities"

SULLIVAN

SULLIVAN MACHINERY COMPANY

815 Wrigley Building,

Chicago, 111.

'iiii: TiaMi\()(^RAPn

M/iy. 1930

Testing

Many of the products of Allis-Chalmers are of such a nature that they re<iuire extensive testing cluring the pn> cess of ilevelopment and after the machines are cmi structed. Often special materials are needed or new methods of construction are necessary in order to build :i machine that will produce the best results when in com- mercial operation. This testing and development work is carried on under the supervision of competent engineers on the various test floors and in the laboratories.

Miniature hydraulic turbine models and centrifugal pumps are tested for efficiency and other characteristics in one of the most extensive hydraulic test pits in this c(unitry. The electrical test floor is busy at all times de- termining the characteristics of a wide variety of electrical machinery. .-Vnd so it is with all of the Allis-Chalmers products that it is physically possible to test ranging from giant steam turbines of more than a 100,000 k\v. capacin (low II tn farm and industrial tractors.

/ILLISCHALMERS MANUFACTURINGfO.

I Mll-V^AUKEE, WIS. U.S.A. ^

Power, Electrical and Industrial Machinery

been left between the abutments for expansion, thus laiising stresses for which the bridge was not designed.

(^nc of the hist problems was again that of developing scein'c possibilities. Figure 1.3 shows some curious rock tormations which coulil not be seen very well from the old road. The new road was led on top of a hill in such .1 wa\' that a better view of this scenery was obtained.

Highway location requires that a man be both a surveyor and an engineer. A surveyor is a technician, that is he is proficient at a task done a thousand times every day. On the other hand the engineer is subjected to many different kinds of problems e\ery hour.

.'\n engineer must be very versatile: first there are alignment difficidties so the engineer must be a mathe- matician and be able to compute the proper curves to fit around hills. At every river crossed there must be a culvert, and the engineer must know his hydraulics. He must be a woodsman to know the kinds of trees when running the line through timber. He must be a geologist to note the types of dirt and rock for excavation. He must be an athlete because locating requires great exer- tion. Lastly he must know how to handle men, because he is dependent on them for the acciu-acy with which his work is carried out.

The Chief of Party on this location was Mr. S. A. Wallace, Senior Engineer of the U. S. Hureau of Public Roads. The writer held the position of chainman and worked in the topography for the first month. For the second month he held the ranking of rodman and ran the transit for the completion of the work.

On to Colorado

Late in October, the University of Colorado will wel- come the delegates of the Engineering College ^L^ga- zines Associated who will hold their tenth annual con- vention at Boulder, Colorado.

The year 1930 could not hold a more pleasant pros- pect than a convention at the foot of the Rocky Moun- tains combined with a trip such as this one promises to be.

From the campus of the L^niversity of Colorado one looks westward upon the first rise of the Rockies, half a mile away. A few hours motoring brings one to such scenes of beauty as Estes Park, Long's Peak, Boulder Canyon, Arapahoe Glacier, Buffalo Bill's (^rave, and a thousand well-known, quiet nooks — the old romatic stamping grounds of western cattlemen and miners. The Colorado Engineers are sure that their eastern fellow students will enjoy a rare treat in the fall and they are busy matiuing plans for a unique convention. On to Colorado !

Gliding

The sport of gliding has assumed great proportions in America and the world for that matter. From humble beginnings in post war Germany the art of building and haiulling gliders has developed to some degree of per- fection.

Many well known persons have taken active parts in operating gliders and many clubs are formed for the purpose of training pilots. But what practical use and what future application will these gliders have? Captain Hawks recently showed that long distance towing behind a plane is possible. This suggests aerial trailers for haul- ing freight; and as aerial life boats they may save many li\es in air ship disasters. Greater applications than these should develop however. L. J. H.

.1/./V, lO.W

THK TECHN(X",R.\PH

187

Wherever, whatever men build

Pardee Dam, California. Four 56-5 Smith Titters poured the 600,000 cubic yards ofconcreteshown here.

ational Equi Corporation

Wis a on sin

188

THE TF.CH\(X;RAPH

Mny. 1930

Industrial Control Of Varlables

In the control of manufacturing processes, this quartz spectroscope is widely used for the quick determination of the elements of metals, liquids, gasses and all compounds that can be volatilized.

Because the optical instruments built by Bausch & Lomb are so precise , accurate and deptendable, they are being called on more and more to solve the problems of industry.

Bausch &f L.omb Optical Co.

635 St. Paul Street, Rochester, New York

For Better Vision — Orthoeon Lenses

Study Engineering

In Cool Colorado

Golden is at the foot of the Rocky Mountain Range. Twelve miles to the east lies Denver, with 325,000 inhab- itants. To the west is the great Continental Divide, with streams and forests and snow-capped peaks rising to the sky.

Engineering Summer School o€ the Rocky Mountain Region

Basic engineering courses in Mathematics, Chemistry, Physics, English and Design. Also Assaying, Geology, Analytical Mechanics, Graphic Statics, Strength of Mate- rials and Plane and Mine Surveying. Preparatory Subjects of Chemistry, Physics, Advanced Algebra and Solid Geom- etry offered for students deficient in entrance requirements.

June 30 to August XX, 1930

This Summer Session is given especially for students who wish to make up work or to secure additional credits. All work is conducted by the regular Faculty of the School of Mines. For catalog of the Summer Session, write to the Rc^i'itrar for Booklet L-14.

Colorado School of Mines Colorado

The 3.000,000 I^)und Testin<i Machine of Materials Testing Laboratory

(Continued from Page 154)

partments of Civil Engineering and of Theoretical and .Applied Mechanics, and it will be limited in its use to research work. One project requiring a machine of this capacity has already been financed and is now under wa\'. This is a .series of tests on large reinforced concrete

./„/.;

'</ //;/ hnt/iiu I rinij Gioufi at Inii'ttsUy nl llliiiin.

columns. Three other projects ha\e been planned and are now in process of being financed.

The machine was built and erected by the Southwark Foundry and Machine Company, of Philadelphia, Penn- sylvania, under licen.se issued from the Emery-Tatnall Company.

Jobs — ami Grades

Name, age, college, degree, outside activities — those are all among the first questions asked anyone of the many representatives of large companies who are .seeking students from the universities. And then comes the question which makes some hesitate — "And what is your scholastic average?"

If grades did not count, then that question would ne\er have been asked, but, unfortunately perhaps, they do. Grades, in the end, are the measure of the way you perform your real job here in school, and as that, they are an idication as to how you are likely to perform your real work afterwards.

So. the seniors and many of the juniors are beginning to find out why they should "try for marks." To you who are not that far along, may we who are almost through leave this thought — that grades lan't be made in the last year alone.

He (on golf course): "Just look at that pretty girj dressed as a man. What are her parents thinking of any- way? I think it's disgracefid."

Golf partner: "That, sir, is my daughter."

He: "I beg your pardon. I didn't know you were her father."

Golf partner: "Fm not. Fm her mother."

— Purdue Engineer.

May. 1030

THi: 'l"ECll\()(iRAl

5*'-'V.>^?N'

San Francisco has grown into a great metrop- olis since 1871, when its first elevator was installed in a photograph gallery on Mont- gomery Street . . . Otis Elevators have been an important factor in this expansion be- cause the development of the modern city of tall buildings was made possible by the safe, high-speed elevator. . .The world's first safe elevator was an "Otis."

OTIS ELEVATOR COMPANY

OFFICES THROUGHOUT THE WORLD

100

TllK TlXMINOGRAnil

Mny, 19 W

jferetv" of Jenkins Iron Body Vahjes

All perform as one

All Jenkins \'alvcs . . . like the- men who make the crew . . . perform alike . . . smooth and sure, with that uniform precision that wins in the t;rind.

Because all Jenkins Valves . . . although of many different types . . . are made alike ... of the same selected and analyses -controlled metals, to the .same hiijh Jenkins standard of casting, machininsr, threading and assembling. The long, leak-tight, and economical performance of any one Jenkins is typical of what to e.\pect from every Jenkins.

Jenkins are made in bronze and iron, in standard, medium and e.xtra heavy patterns for practically ever\' power plant, plumbing, heating, fire pro- tection or equipment service.

Send for a booklet descriptive of

Jenkins Valves for any type of

building in ivhich you may be

interested.

JENKINS BROS S(i White Street . . . New York. N.Y. "i^ 1 Ailaiiin Avenue . . . Boston, Mass. H i No. Seventh Stieet . Philadelphia, Pa. 6 16 Washington Boulevard . Chicago, 111.

JENKINS BROS., LIMITED Montreal. Canada London, England

Jenkins

VALVES

Since 1864

Usiiii* (ias for Arc Ilupturc

III tlu-sc (lays of lon^ transmission lines anil intrii.'.ite I'dwcr networks, practically all hi^h-xoltage switchin'j is clinic with oil circuit- breakers b\' the joining and jiarting of electrodes immcrseil in oil. The insulating oil, ;i petroleum product specially' refined for this purpose, serves the douhlc purpose of quenching the arc drawn as the cleetrodes part, ami acting as an insulating medium to prexent flashing across the electrodes after the\' have parted and the circuit has been disconnected. For the highest transmi.ssion voltages, these circuit-breakers are very large and the biggest breakers toda\ require from two to three carloads of oil at a filling.

In adilition to their normal switching operations, circuit-breakers are required to operate in the event of a fault to disconnect the faulty section of the circuit be- fore other portions of the system are affected. .Modern large power systems are controlled by delicate rela\s so carefully set and adjusted that they will respond to any unusual conditions in the circuit and actuate the necessar\ circuit-breakers, causing them to open and isolate the portion of the circuit on which such conditions exist. If the fault or short circuit is allowed to remain, great dam- age may be done to costly generators or to other ap- paratus and the supply of power to consumers ma\' be in- terrupted.

In the case of very serious short circuits, almost un- limited power may be flowing in the circuit at the time the circuit-breaker opens and the interruption of tlii> flow of power in a fraction of a second represents the ilissipation of enormous amounts of energ>' in the oil. To absorb this energy safely and in the shortest possible time is the problem of circuit-breaker designers. The drawing of a heavy-current arc in oil results in the generation of considerable quantities of gas due to volatilization of the oil in contact with the intense heat of the arc. The phe- nomena accompanying arc extinction in oil has not been thoroughly luiderstood in the past due to the difficult)' of observing its action, but this gas generated by the arc has in the main been regarded in the light of a necessarv e\il to be endured only because no other method of switching was available. In some quarters it has been regarded as a decided detriment since in the event of a prolonged arc, sufficient gas is sometimes generated to produce dangerous pressures in the arc rupturing chamber.

Engineers have lately discmered a way of utilizing this gas to extinguish the arc in a \ery much shorter time than has been possible hitherto. The amount of gas formed by an arc in oil is dependent on the length of time during which the arc persists, and these engineers have found that by generating gas at an even faster rate for a short interval of time, and by utilizing this gas more efficientl\, they can decrease the time of arcing, extinguishing it much more quickly than has been done heretofore, and thus decrease the total amount of gas generated. Tests have been made with the new device in which an arc was extinguished in less than fifteen per cent of the length to which it was tormerh necessary to draw an arc in oil.

This marked improvement in performance is accom- plished by small arc-quenching devices known as De-ion- Grids located in the oil at the point where the electrodes separate and the arc is ilrawn. In the Dc-ion-Grid is a deep and comparatixely narrow groove, closed at one end but open at the other. The length of the groove varies with the voltage of the circuit on which the breaker is applied. As the grid is located below the surface of the oil, a small portion of the oil body is entrapped within

THE TECHXOCRAPII

191

r' ^^T^^\ATICS|

! STEEL TOWERS

FACTORY TEST - -

TILTING MIXERS

w

a PRE'SERVICE'TUNINC UP' for ACTUAL JOB OPERATION

Every mixer is operated under power at the plant before it is shipped — as a check on the fol- lowing items:

1. Adjustment mesh of drum gear and pinion.

2. Alignment of drum roller shafts and sideplay of drum.

3. Operation of discharge chute and power discharge when furnished

4 Operation of power loader (fully loaded' with Its clutch, automatic knockout and broke.

Ransotne Concrete Macltinery Company

»»50 — ****ice tor 80 Year* — 1930

Dunellen New Jersey

.viIXERS

Where the mixers are not equipped with gasoline motors which oper- ate under their own power, the portable electric motor shown in the illustration is used to drive the mixer.

These factory tests ore mode on all sizes of mixers, and approx- imate actual field tests insofar as possible — a "plus" feature which Ransome gives you to insure effi- cient operation on tfie job.

192

Till: 'iia'iiNocR.M'ii

A fay. UKU'

Used by Leaders in Every Industry

BAILEY PRODUCTS, already so firmly established in the Central Station Field that they are standard equipment in more than 95'/^ of the up- to-date plants, are now being used more and more by the leaders in every line of industry — where they are reducing the losses, improving combustion con- ditions and providing accurate, reliable and trustworthv data for accounting systems.

BAILEY PRODUCTS

Automatic Control Liquid Level Gages

Boiler Meters Manometers

Coal Meters Multi-Pointer Gages

Draft Recorders Pressure Recorders

Drainage Controls Pump Controls (Group)

Feed Water Regulators Pump Governors Fluid Meters Selsyn Operated Gages

Gas Flow Meters Tachometers

Gravity Recorders Temperature Recorders

V-Notch Weir Meters

Bailey Meter Co.

Cleveland. Ohio

iiyiiiiiiif

'* ^^\.s>

>^.- ' L_ L •'(._ . L

■^ ^^* ei^

"^N'tl

)bts^.

"l-E^

BAILEY METERS AND BAILEY CONTROL

the groo\c. When the electrodes part, an arc is drawn near the open mouth of the groove and is moved toward its closed end fhroii^h the action of a nia;;netic field made In tile arc itself acting on a suitable iron circuit. This mo\emcnt of the arc against the entrapped oil in the groove keeps it in constant contact with fresh oil, the arc cutting its way through the entrapped bod>' of oil in much the same w;i\ that an acetylene torch cuts a steel plate.

The intense heat of the arc causes the oil to be trans- formed into gas as the arc moves forward, and this gas in order to escape must pass transversely through the arc stre.im to the open mouth of the groove. The groove is .so narrov,- in width that the arc occupies practically all of the space between its side walls and all of the gas formed must, acconlingl\-, pass through the arc on its wa\ to the open. It is this continual flow of fresh gas through the arc stream along its entire length that destroys its abilit\ to conduct current and ruptures or extinguishes the arc in the shortest possible length of time. Thus, although the rate of gas generation is higher than that of previous oil circuit-breakers, all of the gas generated is used and used so effectively that the length of time during which formation of gas is taking place is greatly decreased and the total amount of gas formed is vcr\' much less than with previous circuit-breakers.

The De-ion-Grid is also much more economical in the u.se of oil than has been the case with oil circuit-breakers up to the present time. For any one rupturing operation only a very small portion of the entire oil bod\' is used, that portion which entrapped in the groove at the time the arc is drawn. Immediately after the arc is ex- tinguished, other oil rushes in to fill the groove and to be used in turn for the next circuit interruption. In this manner only a small portion of the oil in the chamber is exposed to the deteriorating action of any one arc and a breaker may be subjected to very much longer service before changing the oil than has been possible in the past. Previous instances ha\e been known in which two or three short circuit interruptions have reduced the insu- lating value of the oil to a point at which the breaker required refilling with fresh oil before further rupturing duty was possible, while with the new device upwards of fifty short circuit tests ha\c been made on a single body of oil without any marked depreciation in its in- SLilating value.

The development of this device sets a new standard for high-\oltage oil circuit-breaker performance and offers a solution to the problem present on c\er\ power system by providing a safe, positive and expenditious means for clearing faulty conditions on transmission lines and distribution networks.

"You don't mean to tell mc that funny little man is \i)ur father?"

Kapp.i: "That is what mother has always told me."

— Exihangc.

Instructor: "What is a sanitary .sewer?" .Stuile: ^ on can't fool me. Thcv're all dirtv."

Joseph had been sent to bed by his mother for using profane language. When his father came home she sent him upstairs to punish the boy.

"I'll teach that young fellow to swear," he roared .irnl started up the stairs. He tripped on the top step and cveri his wife held her ears for a few moments.

"You'd better come down now, ' she called up after the air had cleared somewhat. "He's had enough for his first lesson."

May. 1Q30

THF: TECHXOCRAPH

193

1 aving the Way to Profits

This is the direct route to profit; the road that takes the friction-load off power; the way to longer life for machin- ery; a short cut to saving in lubrication . . . the way that modern industry takes to leave Waste in the dust of days that are done.

Industry is on the right track, and to today's student engi- neers will be entrusted the fu- ture responsibility for keeping- it there ... by throwing out machines that are bound to

self-destruction — bringing in machines that have within them the elements of self-pres- ervation . . . Timken tapered construction, Timken POSI- TIVELY ALIGNED ROLLS and Timken-made steel, these ex- clusive carriers of all loads, whether radial, thrust, or both.

Industry is Paving the Way to Profits when it selects "Timken Bearing Equipped" in designing and buying ma- chinery of all kinds wherever wheels and shafts turn.

THE TIMKEN ROLLER BEARING CO., CANTON, OHIO

TIMKEN '^'^^

Roller ,

194

THK TF.CH.\(X IRA I'll

May. I9.W

Choice of Americans Colleges

TAYLOR I^TOKERS

AIMERICAN ENGINEERING COMPANY

At Dnke (University

The boilers that supply steam for heat, light and power have been fired for a number of years by Taylor Stokers. The picture shows the new build- ings of the University, as de- signed by Horace Trumbauer.

2441 Aramlngo Avenue, Philadelphia

4.0 W/^

SINCE 1676

STANDARD BY WHICH QUALITY IS JUDGED in ail forms of

RUBBER INSULATED WIRE AND CABLE

VARNISHED CAMBRIC WIRE andCABLE

IMPREGNATED PAPER CABLE

AND TAPES

manufactured by

AVENUE, NEW YORK.,- N.Y.

Index to Advertisers

Allis Chnlmeis 186

AmericiiM Engineering Company 194

Hailey Meter Co 192

Hau^ch S.' I.iimb Optiral Co 188

Hell telephone 180

('(.lorndo School of Mines 188

Crane Inside Front Cover

Dow Chemical Co 183

Diipont 195

( leneral Electric Back Cover

Hercules Powder 169

Ingersoll-Rand Inside Back Cover

jerikin> Bros 190

Koehring Co 187

New Departure 196

Okonite 194

Otis Elevator 189

Ransome Concrete 191

Reading Iron Co 171

Real Co-Op 150

Stockham Pipe & Fittings 177

Sullivan 185

■l'a>lor Instruments 186

limken 193

Inion Carbide Co 175

Westinghouse 149

W'orthington Pump 179

J\Iny. 1930

THE TECH NOGRAl'H

195

DYNAMITE CLEARS THE

WAY FOR MODERN

ENGINEERING WONDERS

THE Waterville Development

• ••more liydro-eleetrit* power #of* the Soiiili • • •

How dynamite was used in

the construction of this

great project

THE Carolina Power and Light Company needed more electric power to serve tiie territory in which it operates. The result was the ^ aterville Development ... a vast hydro- electric project located in the (Jreat Smoky Mountains.

The actual working of this project involved the erection of a constant arch dam, 183 feet high; three tunnels varving in length from 5.000 to 16.000 feet; three penstock tininels 600 feet in length; a vertical shaft known as a gap shaft, and a sur^e tank shaft.

From the ^ aterville Develop- ment, transmission lines carr\ the current to many points in Carolina and Tennessee. The tremendous power of the Great Smokies turns the wheels of in- dustry and lights the homes of thousandsof people of the South.

Such a development would not have been possible without the use of dynamite. Du Pont explosives were used for all blast- ing operations.

The engineer of tomorrow needs to know all there is to know about cIn namite . . . the tool that helps to build skyscrap- ers, bridges, dams, subwa\s. tunnels, roads and railroads.

Tlowcan you know more . . . now . . . ^\Ili!(• xowrc still in

college? ^ rite the du Pont (Company for a copy of the "Blasters' Ilanilbook." This booklet contains a wealth of in- formation about explosives . . . information gathered in twenty- eight years' experience in making and improving explosives. It is compact . . . handy. It is used in tlie classrooms of leading technical institutions. Your IriH! co|)y is waiting for you.

Motion Picture of \\ ateriille Devvlopiueiit

Above is a picliire of the great dam In the Vi'atervillc Devrlopnient. A eamrra- f:ra|>hii- ri-ionl of the eoiistriirtioii of this hyilri.-ih-itric projiTt has hren inaile hv ■ hi I'oiit. Ueqiie.sis are iiiviteil from engi- iieeriiig societies and colleges for this mo- tion picture. AiMress requests to Explosives Department. Wilmington. Delaware.

0

!) EXPLOSIVES

E. I. or PO.>'T DE >E.>I01'HS Jic 4'0.. Inf. — ExplosiffM Deparlntvnt — Wilmiiiffion. U«>la\vare

196

'nil; 'nx'iiNocRAi'ii

Max. 1930

NEW DEPARTURE BALL BEARINGS

A SPECIAL STEEL THAT ENDURES the merciless punishment of speed, stress and shocic without perceptible wear — balls and raceways that defy imagination with their matchless perfection —these suggest the superlative quality of New Departure Ball Bearings. And they explain, too, why engineers select New Departures for long, hard service wherever the wear and waste of friction are to be eliminated to the last possible degree. For pure, rolling motion is frictionless and NOTHING ROLLS LIKE A BALL

NEW DEPARTURE MANUFACTURING COMPANY °g!.^Jg> i

Imcsiis Own Weight in Air per Di

AIR + ORE + COKE + FLUX = P/O + Si AG + DUST

7,800,000 /bs 4,480,000 lbs 2.000,000 lbs JOO.OOOIU 2,240.000 lbs 2,600,000/bs I50,000lbs

An IngersoU'Rand turbo blower serving an aver age looo'ton blast furnace handles approximately 26 times its own weight in air each 24 hours. More air is used than the combined weight of all other ingredients. This relationship is shown clearly by the above diagram, which picturi2;es the approx' imate daily consumption of a loco'ton furnace.

*Balance of this equation is blast furnace gas INGERSOLL-RAND CO. - 1 1 Broadway - Ne%v York City

^xanc}^s or distrihuion in principal cities the tvorlti over For Canada Refer — Canadian Ingersoll-Rand Co., Limited, 10 Phillips Square, Montreal, Quebec

Ingensoll -Rand

Eleiation of the G-E rertna/ compound turbim-^tntrutor

Learning the Latest

Word in Turbine

Construction

y

•\,

JOIN US IN THE GENERAL ELECTRIC HOUR, BROADCAST EVERY SATURDAY EVENING ON A NATION-WIDE N.B.C. NETWORK

GENERAL

ELECTRIC

An important departure in apparatus engineering is the General Electric vertical compound turbine- generator. In this machine, the high-pressure ele- ment, heretofore separate, is built on top of the low-pressure generator.

This compact construction does away with the necessity for building a separate foundation for the high-pressure unit, permits the use of one set of air coolers, requires less piping, and conserves floor space.

Test men — veterans, as well as more recent grad- uates of engineering colleges — take charge of the machine after assembly, test for oil leaks, bring it up to speed and check balance in the initial run, and set the emergency and operating governors. Electrical tests follow after the generators are coupled on. This work is part of the training program for general, industrial, sales, or advanced engineering work with the General Electric Com- pany.

GENERAL

ELECTRIC

COMPANY

SCHENECTADY.

95-769014 YORK

i