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EHGmEERlNG LIBRARY
PROCEEDINGS
OF THE
TWENTY-FIRST ANNUAL CONVENTION
OP THB
American Railway Engineering
Association
HELD AT THE
CONGRESS HOTEL. CHICAGO. ILLINOIS March 16. 17 and 18. 1920
VOLUME 21
PUBLISHED BY
AMERICAN RAILWAY ENGINEERING ASSOCIATION
CHICAGO
1920
(1)
Copyright, 1920, by
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Chicago, 111.
^- ■ 0
TABLE OF CONTENTS. '
TABLE OF CONTENTS : 3-16
BUSINESS SESSION. O
^ BUSINESS SESSION 17-46
Introductory Remarks by the President 19
■»~^ President's Address 19
^^ Reports of Secretary and Treasurer 21
Financial Statement 28
Condensed Report of Convention 31
Discussion on Metric System of Weights and Measures 31
^ Election of Officers 41
t Installation of Officers ; . . 42
o
"(X COMMITTEE REPORTS.
^ REPORT ON WATER SERVICE 47-80
Introductory 47
Conclusions 48
Revision' of Manual 50
Regulations of Federal or State Authorities Relating to Supply
of Drinking Water on Trains and Premises of Railroads. . 54
^ Water Service Organization 57
'^ Impounding Reservoirs for Railroad Purposes 59
^ Suitable Tj'pe of Water Meters for Use in Railroad Water
^ Service, Methods Followed in Testing and Reading Meters,
-^^ and Checking Consumption of Water 63
t Definitions of Terms Used in Railway Water Service (^
, Plans and Specifications for Typical Water Station Layouts.. 69 Specifications for Wooden Water Tanks, 50,000 and 100,000
Gallons Capacity 71
Standard Wooden Water Tank (Plan) 74
Specifications for Wooden Water Tanks 75
Specifications for Tank Hoops 78
3
Table of Contents.
Klil'ORT OX MASONRY. , 81-144
Introductory 81
Conclusions 82
Revision of Manual 84
Specifications for Plain and Reinforced Concrete, and for Steel
Reinfor(!ement 86
Specifications for Concrete — Plain and Reinforced 87
Specifications for Billet-Steel Concrete Reinforcement
Bars 99
Tables and Diagrams 102
Dififerent Methods of Depositing Concrete Under Water 114
Bibliography 117
Placing Concrete Under Water 120
REPORT ON BUILDINGS 145-160
Introductory 145
Revision of Manual 145
Definitions 146
Coaling Stations 147
Why Railroads and Other Consumers Should Store Coal.... 147
Ashpits 151
Efficient and Economical Methods of Electric Lighting in Pas- senger Station Interiors and Surroundings and Platforms,
Covered and Uncovered 154
Conclusions 157
Modern Types of Toilet Facilities at Small Stations Where
Water Supply and Sewers are Lacking 158
Conclusions 160
REPORT ON UNIFORM GENERAL CONTRACT FORMS. . . .161-168
Introductory 161
Standard Form of Lease Agreement for Industrial Site 163
REPORT ON TRACK 169-194
Introductory 169
Conclusions 1 70
Revision of Manual 172
Design of Cut Track Spike 1 74
Specifications for Steel Cut Track Spikes 175
Specifications for Steel Tie Plates 176
Specifications for Steel Screw Track Spikes 181
Table of Contents
Report on Track — Continued
Specifications for Wrought-Iron Tic Plates 182
Specifications for Malleable Iron Tic Plates 185
Typical Plans of Turnouts, Crossovers, Slip Switches and Double Crossovers, with Detail Plans for Such Work, In- cluding Tie Plates, Rail Braces, Riser Plates, Etc 188
Specifications for the Design and Dimensiou of Manganese
Steel Pointed Switches 188
Plans of Frogs, Switches, Etc 189
Specifications for Relayer Rails for Various Uses 192
REPORT ON ELECTRICITY 195-278
Introductory 195
Conclusions 196
Data Regarding Third Rail Clearances 199
Data Regarding Overhead Clearances 200
Transmission Lines and Crossings 206
Railroad Specifications for Electric Light, Power Supply and
Trolley Lines Crossing Steam and Electric Railways... 208 Overhead Crossing of Electric Light and Power Supply
Lines 209
Trolley Line Crossings 221
Underbridge Crossings 223
Underground Crossings 224
Diagrams 22^
Tables and Curves of Conductor Sags 233
Wind and Ice Loads and Properties of Wire 238
Specifications for Wood Poles 243
Specifications for Galvanizing and Sherardizing 245
Electrolysis and Insulation 247
Water Power 251
The Electrification of the Chicago, Milwaukee & St. Paul
Railway 253
Electrical Interference 272
National Safety Codes 275
REPORT OX CONSERVATION OF NATURAL RE- SOURCES 279-300
Introductory 279
Conclusions 279
Table of Contents.
Report on Conservation — Continued
Reclamation of Material 280
Tree-Planting 286
Conservation of Human Life and Energy 289
Rules for the Prevention of the Spread of Forest and Field
Fires 292
Canadian Practice, 294
REPORT ON ECONOMICS OF RAILWAY LOCATION 301-320
Introductory 301
A Study of Mechanics of Curve Resistance 304
Curve Resistance — Freight Cars 305
Effect of Train Resistance on Amount of Fuel Consumed 306
Economics of Location as Affected by the Introduction of Elec- tric Locomotives 308-312
Minority Report 319
REPORT ON WOOD PRESERVATION 321-364
Introductory 321
Conclusions 323
Revision of Manual 325
Specification for the Preservative Treatment of Wood
with Zinc Chloride 326
Specification for the Preservative Treatment of Wood with
Creosote Oil (Full-Cell Process) 328
Specification for the Preservative Treatment of Wood with
Zinc Chloride and Creosote Oil 329
Specification for the Preservative Treatment of Wood with
Creosote Oil (Empty-Cell Process with Final Vacuum). 332 Specification for the Preservative Treatment of Wood with Creosote Oil (Empty-Cell Process with Initial Air and
Final Vacuum) 333
Service Test Records 335
Water Gas Tar 350
Preservative Treatment of Douglas Fir 351
Indicators for Determining the Burnettizing of Ties and Tim- bers 353
Table of Contents.
Report on Wood Preservation — Continued
Directions for the Use of the Iodine Potassium Ferri- cyanide Starch Color Reaction Test for Determining
Zinc Chloride Penetration 358
Availability and Use of Sodium Fluoride as a Preservative for
Cross-Ties 359
Creosote Treatment to be Used in the Protection of Piles and Timbers in Teredo-Infested Water, Specifying Amount of
Creosote to be Used 360
Comparative Values of Grades 1, 2 and 3 Creosote Oil and
Creosote-Coal-Tar Solutions as Preservative Agencies 361
Notes on Existing Conditions at Some Treating Plants 362
Demarcation Line Between the Use of Creosoted and Zinc
Treated Ties 363
REPORT ON RECORDS AND ACCOUNTS 365-420
Introductory • 365
Conclusions , 367
- Revision of Manual 368
Monthly Report of Expenditures 371
Final Record of Cost of Work . Z12
Authority for Expenditures 373
Cost-Keeping Methods and Statistical Records 374
Forms for Analyzing Expenditures for Assistance in Controll- ing Expenditures 374
Records for Maintenance of Way and Structures ; for Con- struction ; for Records 386
Daily Track-Laying Report and -Record 388
Estimate Forms (Insert) 388
Daily Ballasting Report and Record 389
Bibliography on Statistical Methods in Railway Accounting and
Analysis of Expenditures 390
REPORT ON BALLAST 421-466
Introductory 421
Conclusions 424
Definitions 426
Proper Depth of Ballast 427
Standardization of Ballast Tools 428
8 T a 1) 1 e of Contents.
Report on Ballast — Contiinicd
Instnutions to Govern Ballasting on an Operated Line 432
Time and Cost Study in Connection with Ballast Work 436
Specifications for Stone Ballast 439
Gravel-Washing and Stone-Crushing Plants 443
Use of Reinforced Concrete Slabs to Assist the Ballast in Dis-
triluiting the Load on Soft Roadbeds 447
REPORT ON RULES AND ORGANIZATION 467-484
Introductorj- 467
Rules for Inspection of Bridges, Trestles and Culverts 469
REPORT ON IRON AND STEEL STRUCTURES 485-576
Introductory 485
Conclusions • 489
Column Formula 489
General Specifications for Steel Railway Bridges 493
Proposials and Drawings 493
General Features of Design 494
Loads 495
Unit Stresses and Proportioning of Parts 498
Details of Design 500
Floors 506
Bracing 507
Plate Girders 508
Trusses 510
Viaducts 511
Materials 512
Workmanship 520
Weighing and Shipping 526
Shop Painting 527
Mill and Shop Inspection 527
Full-sized Tests 528
Column Formulas 530
Principles for Detailed Design of Flashing, Drainage, Rein- forcement and Protection for Waterproofing Purposes... 558 Specification Loading for the Design of Street v Railway
Bridges 567
Table of Contents.
REPORT ON TIES 577-616
Introductory 577
Conclusion ..." 578
Revision of Manual 579
Effect of Design of Tie Plates and Spikes on Durability of
Ties 580
Conclusion 583
Best Methods in Use for Controlling Tie Renewals 584
Conclusion 585
Forms for Cross-Tie Statistics 588
Report on Substitute Ties 591
REPORT ON ECONOMICS OF RAILWAY LABOR 617-626
Introductory 617
Methods for Training and Educating Engineering and Main- tenance of Way Department Employees 620
Training of the Engineer 620
Training and Education of Supervisors and Foremen 623
REPORT ON SIGNS, FENCES AND CROSSINGS 627-640
Introductory 627
Conclusions 628
Approach Warning Sign 630
Fences and Stock Guards 631
Over- and Under-Grade Crossings 632
REPORT ON STANDARDIZATION........ 641-644
Progress Report 641
SECOND PROGRESS REPORT— SPECIAL COMMITTEE ON
STRESSES IN RAILROAD TRACK •_.645:814
I — Introduction ; 648
1. Preliminary 648
2. Acknowledgment 650
II. — Test to Determine the Effect of Speed and Counterbalance
on Stresses in Rail 651
3. Purpose of Tests 651
4. The Problem of Counterbalancing the Locomotive.... 652
5. The Locomotive 657
6. The Track 661
10 Table of Contents.
Rei'ort on Stresses ix Track — Continued
7. The Conduct of the Tests 662
8. Reduction of Data 665
9. Tests on St. Louis- San Francisco Railway 667
10. The Santa Fe Type Locomotive; Effect of Speed and Counterbalance 668
11. The Santa Fc Type Locomotive — Rotating Parts Lightened 684
12. Comparison of Stress Under Two Sides of the Santa
Fe Tj'pe Locomotive 689
13. The Efifect of Santa Fe Type Locomotive Upon Rail
and Track \ . 691
14. Tests with the Pacific Type Locomotive 692
15. Test with the Mikado Type Locomotive 701
16. Relation of the Stresses on the Two Sides of the Base
of Rail 710
17. General Discussion 712
III. — Track Depressions 720
18. Depression of Track Under Load and Modulus of Elasticity of Rail Support 720
19. Track Depression Tests on Illinois Central Railroad.. 721
20. Track Depression Tests on Chicago, Milwaukee & St.
Paul Railway 730
IV. — Depression, Flexure, and Bearing Pressure of Cross-Ties. 733
II. The Cross-Tie and Its Action Under Track 733
22. Method of Attacking the Problem 738
23. Method of Making Tests 740
24. Location and Description of Track 742
25. Diagrams of Depression and Flexure and Their Sig- nificance 743
26. Bearing Pressure and Bending Moment 757
V. — Transmission of Pressures in Ballast -765
A. — Analytical Discussion 765
27. Introductory 765
28. The Transmission of Load Through a Pile of Cylinders 766
29. The Transmission of Pressure Through a Pile of Grains in Which There are No Lateral Pressures.... 768
Table of Contents. 11
Report on Stresses in Track — Continued
30. Paths of Pressure and Law of Distribution of Pres- 769 sure 769
31. Lines of Pressure 772
32. Rankine's Theory of the Relations of Pressure in a \ Granular Mass Devoid of Cohesion 112
33. Conditions Accompanying the Application of Pressure
by Means of a Tie IIZ
34. Variation of Intensity of Pressure on the Bottom of
the Tie When the Tie is Being Forced Into the Ballast. 774
35. Method of Finding the Distribution of Pressure in Ballast Beneath a Cross-Tie 778
B. — Experimental Work in Laboratory 779
36. Earlier Experiments at the University of Illinois 779
Zl. The Laboratory Experimental Work 781
38. The Procedure of Tests 783
39. Results of Tests 785
C. — Discussion of Results of Tests 797
40. Diagrams of Average Pressure and Use of Super- position of .Pressures 797
41. Comparison of Pressure Distribution m Different Kinds of Ballast 797
42. Intensity of Pressure at Different Depths Below Cen- ter Line of Tie 797
43. Distribution of Pressure Over a Horizontal Plane. .. . 804
44. Contours of Equal Vertical Unit-Pressure 808
45. Lines of Pressure 808
46. General Discussion 812
REPORT ON ROADWAY 815-836
Introductory ■ 815
Revision of Manual 81 7
Subsidence Under Embankments 820
Shrinkage of Embankments 827
Unit Pressure Allowable on Roadbed of Different Materials.. 832
REPORT ON SIGNALS AND INTERLOCKING 837-850
Introductory 837
Conclusions 840
12 TableofContents
Report on Signals and Interlocking — Continued
List of Findings, Conclusions, Standards and Specifications Added to the Manual of the American Railroad Associa- tion, Signal Division, in 1919 841
Automatic Train rdnlroi 842
Use of Zinc-Treated Ties in Track Circuits 848
REPORT ON YARDS AND TERMINALS 851-1064
Introductory 851
Special Assignments 852
Conclusions 853
Specifications for Railroad Track Scales — Manufacture and
Installation 855
Classes of Scales 857
Capacity 858
Plans 858
Working Stresses 858
Length of Scale and Number of Sections 860
Scale Levers 860
Pivots and Kni f e-Edges 861
Nose Irons 863
Lever Fulcrum Stands 864
Bearings, Bearing Blocks and Links 865
Loops and Connections 866
Checks 866
Weigh-Beam and Accessories 867
Anti Friction Points and Plates 871
Clearances 871
Factory Adjustments 872
Interchangeability 872
Sensibility Reciprocal 872
Tolerances 872
Location and Elevation 873
Foundations 873
Scale Beam House 876
Setting of the Scale 876
Scale Weigh-Bridges '../.-. 877
Scale Capacities and Weigh-Bridge Girders 878
Bridge Rails 881
Table of Contents. 13
Report on Yard and Terminals — Continued
Deck 881
Dead Rails and Dead Rail Reams 882
Water and Dirt Shields 883
Light, Drainage, Ventilation and Cleaning 883
Entrance to Scale Pit 884
Protection from Corrosion 884
Rules for the Location, Maintenance, Operation and Testing
of Railroad Track Scales 886
Location . . *. 886
Maintenance and Operation 888
Testing 890
Equipment for Testing 891
General Specifications for Master Scales 892
Scale Test Cars 895
The Railroad Track Scale Problem and the Requirements in
Railroad Operation 898
Physical Properties of Special Alloy Scale Pivot and
Knife-Edge Steel ; Treatment of Same 901
Scale Shops 903
Impact of Cars 907
Bureau of Standards Tolerances 909
Trade Weight Tolerances 910
Metric Weights 911
Detail Method of Adjusting Track Scales of the Type Most
Commonly Used 913
Diagram of Track Scale Leverage 916
Detail Method of Adjusting Track Scales of the Pipe Lever
Type 918
Illustrations of Testing Weight Cars 920
Forms for Reporting Graduated Test of Track Scales (Insert) 937
L^^nit Operation of Railroad Terminals in Large Cities.... 942
Northwestern Region 943
Paget Sound Terminals 954
Twin City Terminals 999
Chicago Terminal District 1001
Allegheny Region 1007
Central Western Region 1008
Pocahontas Region 1 030
14 Table of Contents.
Report on Yard and Terminals — Continued
Southern Region 1031
Southwestern Region 1047
Eastern Region 1052
Chicago Terminal Situation 1055
REPORT ON RAIL 1065-1243
Introductory 1067
Drilling of Rails 1068
Conclusions 1069
Specifications for Carbon Steel Rails 1070
Transverse Fissure Rails on Santa Fe Railroad 1079
Rail Failure Statistics for 1918 1098
Classified by Railroads , 1125
Intensity of Pressure on Rails 1145
Are the Nuclei of Fissures Cracks 1183
Examination of Rails Long in Service for Relation Between
Internal Stresses and Strains and Transverse Fissures.... 1189 The Nature of the Defects Revealed bj- Deep Etching of
Transversely Fissured Rails 1219
What Is Brittleness in Steel Rails? 1229
Review of Work on Interior Transverse Fissures 1240
REPORT ON ECONOMICS OF RAILWAY OPERATION. .1244-1277
Introductory 1244
Method of Analyzing Costs for the Solution of Special Problems 1247 Formula for Determination of Terminal Costs of Handling
Freight Traffic ; 1247
Formula for the Assignment of Certain Operating Ex- pense to Determine Terminal Costs of Handling
Freight Traffic 1249
Cost of Handling Additional Coal Business Over 174-Mile
Division with Light Traffic 1273
Coal per Ton Mile taken from Performance of Freight
Locomotives over Grand Divisions 1274
The Relation of the Punitive Overtime Rate to Freight Train
Operation 1275
Table of Contents. 15
REPORT ON WOODEN BRIDGES AND TRESTLES 1278-1337
Introductory T 1278
Revision of Manual 1281
Definitions 1281
Piles and Pile Driving , 1282
Specifications for Timber Piles 1283
Specifications for Metal Details Used in Wooden Bridges
and Trestles 1284
Use of Guard Rails and Guard Timbers for Wooden
Bridges and Trestles 1285
Use of Lag Screws in Trestle Construction 1286
Specifications for Workmanship for Pile and Frame
TrestleSi to be Built under Contract 1286
Pile Driving — Principles of Practice 1289
Specifications and Classification and Grading Rules for Lumber and Timber for Use in Construction and Main- tenance Department 1291
Structural Grades for Bridge and Trestle Timbers 1304
Commercial Timber and Lumber Grades 1309
Specifications for Construction Oak 1320
Specifications for Structural Oak Timbers 1321
Classification and Grading Rules for Cypress Lumber and
Shingles 1322
Classification and Grading Rules for Hemlock Lumber.... 1329
Standard Sizes for Hemlock 1329
Estimated Weights of Hemlock Lumber 1330
Classification of the Uses of Lumber 1333
THE NEW ECONOMY— ANOTHER MONOGRAPH 1338
DISCUSSIONS.
Water Service 1347
Masonry 1353
Buildings 1362
Uniform General Contract Forms 1364
Track 1365
Electricity 1376
Conservation of Natural Resources 1379
Economics of Railway Location 1382
16 TableofCont.ents.
Discussions — Continued
Wood Preservation 1384
Ballast 1391
Iron and Steel Structures 1397
Ties 1415
Stresses in Railroad Track 1424
Roadway 1427
Wooden Bridges and Trestles 1434
Rules and Organization 1437
Economics of Railway Labor 1442
Signals and Interlocking 1445
Yards and Terminals 1446
Rail 1447
Records and Accounts 1456
Signs, Fences and Crossings 1458
Economics of Railway Operation : 1459
Standardization 1461
BUSINESS SESSION
17
^ ^ ^ "^ ^ PROCEEDINGS
^'
The object of this Association is the advancement of knowledge pertaining to the scienti fie
and economic location, construction, operation and maintenance of railways.
Its action is not binding upon its Members.
TUESDAY, MARCH 16, 1920 ^ ^7
MORNING SESSION Cr>^ ^
The Twenty-first Annual Convention of the American Railway En- gineering Association was called to order by the President, Mr. Earl Stimson, Chief Engineer Maintenance, Baltimore & Ohio Railroad, at 9:45 a. m.
The President: — The Twenty-first Annual Convention of the Ameri- can Railway Engineering Association will please come to order.
The first business in order is the reading of the Minutes of the last Annual Meeting. Inasmuch as these Minutes are quite voluminous and a copy has been furnished to each member, the Minutes will be con- sidered approved unless there is objection. There being no objection, the Minutes stand approved as printed.
The privileges of the floor are extended to any railway officials present who are not members of the Association, and to professors of colleges and universities, and they are cordially invited to take part in the discussion.
The next order of business is the address of the President.
President's Address
To the Members of the American Railway Engineering Association:
During the years 1917 and 1918, this Association shared with all other enterprises the handicaps imposed by our country's participation in the Great War. Many of our members were serving with the Army and Navy at the front, while others remained behind to do the no less necessary work of producing the munitions of war and furnishing their transportation and the transportation of the men of our splendid Armies. All else was subordinated to this great work.
The work of your Association during those years was consequently somewhat curtailed and performed under difficulty. That so much good work was done under the conditions is to the credit of the Association. The past year has seen the return to more normal conditions, re- leasing us from the exacting war-time duties and allowing more time
19
20 BusinessSession
and thought to be given the work of this Association which is carried on through its Standing and Special Committees. This release from the restricted activities of those two years has reacted most gratifyingly and enables your President to report a prosperous year.
Our finances, as shown by the statement for the year ending Decem- ber 31, 1919, are in a healthy condition:
The total receipts amounting to $31,187.24
The expenditures during same period , 24,702.03
The excess receipts over disbursements $ 6,485.21
Our total cash assets, December 31, 1919 $43,744.40
For a time the membership situation gave us some concern, as ap- plications for new membership were coming in slowly. There were appreciable losses, through resignations, death and other causes. It ap- peared that the net gain for the year would be small. We rely largely on the membership dues for our revenue to meet our expenses. With increased costs and increased demands, it was realized that our revenue must be increased. Two ways were open — one, increase the dues ; the other, increase the membership. At a meeting of the Board of Direc- tion in November it was decided to resort to an increase of the mem- bership and a committee, with Mr. Downs as Chairman, was appointed to conduct a membership campaign. This was undertaken in a system- atic manner — each railroad being called upon to produce a given number of new members and a member from each road was appointed chief pro- ducer. In proof of the success of the efforts of Mr. Downs and his committee, since January 27, 1920, when this campaign was launched, there have been 180 new members added, making a total of 270 since the last convention, a net gain of 189. Our total membership now is 1638.
Since our last meeting I regret to report that we have lost eleven of our members by death. Four of this number were Charter Members of the Association, namely :
Curtis Dougherty, Chief Engineer, Western Lines, of the South- ern Railway. He was very active in the Association's affairs. He was a member of the committee appointed at the preliminary organization meeting to propose a name for the Association. He took part in com- mittee work as chairman of a committee and a member on other com- mittees. He also served as a Director.
William Archer — At one time Division Engineer and Principal As- sistant Engineer of the Baltimore & Ohio Railroad. He was an active member of a committee in the days when the Association was young. Your President remembers Mr. Archer as his kindly and helpful "Boss" in the early years of his experience.
J. A. Atwood, Chief Engineer, Pittsburgh & Lake Erie Railroad, and Second Vice-President of the Association. Mr. Atwood was from its organization one of the live members of the Association, serving as chairman of the Rail Committee and of the Yards and Terminals Com- mittee. He was a member of the Board of Direction, and at the time of his death was Second Vice-President. We will ever remember Mr.
Business Session. 21
Atwood for his sterling worth as a gentleman and as an Engineer. We will miss him from this meeting.
C. N. Kalk, Chief Engineer, Soo Line, also a Charter Member and an active worker on a committee.
Other members who have been taken from us are :
A. J. HiMES, Valuation Engineer, New York, Chicago & St. Louis Railroad, an unusually active member. He was chairman of the Com- mittee on Iron and Steel Structures and a contributor of valuable papers on Steel Structures and on the Science of Organization.
E. Raymond, General Superintendent, Santa Fe.
S. P. Brown, who was an active member of the Roadway Commit- tee.
H. T. RuHL, Engineer Maintenance of Way, Delaware and Hudson.
J. D. Mason, Great Northern Railway.
W. A. Casler, formerly with the Chicago & Western Indiana.
N. Tani, Imperial Government Railways of Japan.
F. T. Hatch, Consulting Engineer, Pennsylvania Lines.
Five years have passed since the last issue of the Manual. It has been decided that the number of additions and changes to the 1915 issue justify a republication this year. It is therefore of importance that this convention, in so far as it consistently can do so, approve the recom- mendations of the committees and thus place available for including in the new Manual the results of this year's work.
The volume of matter presented in the form of committee reports exceeds that of any previous year. In quality it is fully up to the high standard of the Association and reflects great credit on- the chairmen and members of their committees. It would take too long to review the commendable features of all the reports, but in passing, the Chair wishes to mention some of the more unusual of these features of some few.
The Special Committee on Stresses in Railroad Track presents its Second Progress Report. This covers the results of experiments carried on during the past two years to determine stresses in rail in relation to speed and counterbalance efifect; the depression of track under giver. loads, and the depression and flexure of ties and their action under load for various conditions in track. The work of this Committee is in a but little explored field, and must necessarily be conducted along original lines requiring a high order of technical knowledge and skill, as well as most painstaking and patient effort. The Association is indeed for- tunate in having as chairman of this Committee one so admirably quali- fied to conduct this work. We are indebted to him for bringing into cooperation in the work the facilities of that great University that is honored by his membership.
The Yards and Terminals Committee presents for your approval "Specifications for the Manufacture and Installation of Railroad Track •Scales." These specifications were drafted by a joint committee ap-
22 Business Session.
pointed by the United States Railroad Administration. Your Associ- ation was represented on that committee by the "Track Scale" Sub- Committee. These specifications have already been approved by the Rail- road Administration and by the American Railroad Association. Your approval is urged in the interest of uniform practice. This Commit- tee also presents an interesting report on "Unit Operation of Ter- minals."
The Track Committee in its report submits a set of plans for frogs and switches, which evidence a large amount of study and detail work on the part of the Committee.
A "General Specification for Steel Railway Bridges" is offered by the Committee on Iron and Steel Structures, as a substitute for the specifications now in the Manual. This is one of the more important matters for the consideration of the convention, and it is urged that the members familiarize themselves beforehand with these specifications so that they may be passed upon intelligently and promptly when they are brought up for consideration.
A prominent feature of the report of the Committee on Electricity is the report of the Sub-Committee on Water Power for the generation of electricity for the operation of trains. Preparatory to making the report the Committee inspected the installation of the Chicago, Mil- waukee & St. Paul Railway, covering that portion of its electrified divi- sion between Harlowton and Deer Lodge.
The consideration now being given the subject of electrification by so many roads as a matter of economy in operation and a means of in- creasing the capacity of present facilities lends interest to the work of this Committee. •
Other reports also might as well be specifically mentioned for their noteworthy features, as all demand that credit be given the committees for their excellent work.
It has always been the policy of this Association to join and cooper- ate with other associations in the advancement of common interests — as in the instance of the Joint Committee on Stresses in Railroad Track, with the American Society of Civil Engineers ; the Committee on Elec- tricity working with the American Railroad Association and the Ameri- can Electric Railway Engineering Association on the "Specifications for Electric Light, Power Supply and Trolley Lines Crossing Steam and Electric Railways ;" representation on the American Committee on Elec- trolysis; co5peration with the United States Bureau of Standards in the preparation of the National Electrical Safety Code and other similar codes; representation on the Joint Committee on Concrete and Reinforced Concrete, and others.
In this manner the resources of the several associations are com- bined and produce the best results as well as tend towards uniformity and standardization. *
Business Session. 23
During the past year this policy of cooperation has expanded to the extent that the Association has through its committees acted as the Construction and Maintenance Division of the Engineering Section of the American Railroad Association. This action was forecast by Presi- dent Morse in his address at the opening of the convention last year. The general plan then outlined has been carried out in detail, as fol- lows:
Under the reorganization of the American Railroad Association by the United States Railroad Administration, an Engineering Section was included. In order to avoid a duplication of work and to utilize the efficient working organization of the American Railway Engineering Association, some arrangement having that end in view was sought. At first it was proposed that the organization of this Association be taken over by the American Railroad Association to become a part of its En- gineering Section. This proposition was voted down by your Associ- ation by a large majority. The offer of your Association to act as a Division of the Engineering Section was finally accepted. The En- gineering Section w^as then organized with three Divisions — the Con- struction and Maintenance Division ; the Signal Division, and the Elec- trical Division, your Association acting as the Construction and Main- tenance Division, with the exception that the Committee on Electricity is attached to the Electrical Division, and the Committee on Signals and Interlocking to the Signal Division.
The Engineering Section is presided over by a General Committee of eleven members — six ffom the Construction and Maintenance Divi- sion, three from the Signal Division, and two from the Electrical Divi- sion. This gives your Association a majority membership on the General Committee. The President of your Association is Chairman of the General Committee and of the Engineering Section, and the Secretary acts as Secretary for both of these organizations.
By action of the General Committee the members of the Standing and Special CQmmittees of the American Railway Engineering Associ- ation were appointed members of like committees of the Engineering Section of the American Railroad Association, and the outline of work a>signed to the committees by the Board of Direction of the American Railway Engineering Association was approved and accepted by the General Committee of the Engineering Section of the American Railroad Association. The committee members thus virtually became members of both associations and the one set of committees carried on the same work for both. From time to time requests for special reports have I)ccn made by the American Railroad Association through the General Committee, which the Committee has through the Secretary assigned to the proper committee for handling. Several important requests of this nature have been handled, notably, the "Specifications for Railroad Track Scales"; "Rules for the Prevention of the Spread of Forest and Field Fires" ; a special report by the Tie Committee on "Relative Merits of Metal versus Wooden Ties"; and a subject now under consideration,
24 Business Session. _^
"Measures to Obtain Higher Efficiency and Economy in the Maintenance of Way and Structures Department," both as to the handling of labor and material, and to make suggestions as to the units by which the Main- tenance of Way and Structures work may be gaged.
At the Annual Meeting of the American Railroad Association last November, the Engineering Section included in its report for approval such subjects as were adopted as recommended practices by this Associ- ation at the convention a year ago. These were approved at that meet- ing and now bear the endorsement of the American Railroad Associ- ation. What better way is there for the recommended practices of your Association to come into general use on the railroads of this country than to bear such endorsement?
The Committee reports have also been published as reports of com- mittees of the American Railroad Association, and to complete the plan of duality this convention is considered also the Annual Session of the Construction and Maintenance and of the Electrical Divisions of that Association. Whatever action on the reports there is here taken will be considered as action taken by the two Divisions of the American Rail- road Association, and the approved recommendations will be submitted by the General Committee of the Engineering Section to that Associ- ation for endorsement.
In short, the American Railway Engineering Association during the past year has been performing the functions of the Construction and Maintenance Division of the American Railroad Association, the con- tact between the two being maintained through the General Committee of the Engineering Section, the majority of whose members are officers and members of your Association.
This relationship has in other ways also been of advantage. The consolidation of the offices of the two Associations, and the Secretary and his office force acting for both, have divided the expense, and in addition the American Railroad Association has been generous in financ- ing committee-work of a special character. Nine thousand dollars per year for two years was provided for the continuance of the work of the Committee on Stresses in Railroad Track; $7,500 was given for the Rail Committee to carry on its work for the year. The expense was paid of the inspection trip of the Committee on Electricity over the electrified division of the Chicago, Milwaukee & St. Paul Railway, and also of the trip of a sub-committee of the Yards and Terminals Com- mittee for the purpose of studying the Unit Operation of Terminals. There is no doubt that the interest in the committee-work has been con- siderably stimulated by the sense of the obligations assumed when we undertook this work for the American Railroad Association. That the arrangement has proven advantageous to us in many ways and has in no way been to our disadvantage, I am sure you all will agree. That the arrangement has been satisfactory to the American Railroad Associ-
Business Session. 25
ation and that we have measured up to their requirements, I can assure you to be the facts.
There were some among us who viewed with alarm this arrange- ment, and stood by terrified, evidently expecting to see the lamb de- voured by the lion. But how groundless their fears! They must now realize, as the}' sit here in this convention, that the American Railway Engineering Association is as strong and as independent as evet.
I have gone to this length so that you may know how precisely the plan outlined to you by President Morse last year has been carried out; so that you will understand just what has been done, what advantages there are, and should the question arise as to the continuance or the discontinuance of this plan, you will have the understanding necessary to decide that question.
And now to consider briefly the problems ahead of us. It is quite probable that for this year at least new construction work will be light. The operating ofiicer will have to give thought to utilizing the facilities he has to the maximum advantage. Perhaps by improved methods the capacity- may be increased.
The work of the Maintenance Engineer is continuous. In times of plenty he is busy indeed, and his work is measured by quantity, while in times of penury it must be measured by quality, which calls for the highest qualities in the Engineer himself.
The problems immediately ahead of us are those of maintenance rather than those of construction.
I quote from that godfather of many young Engineers, the revered Wellington, who in defining engineering says, "It is the art of doing that well with one dollar, which any bungler can do with two after a fashion."
This definition applies quite as aptly to maintenance engineering as to construction engineering.
The item of labor is greater than all the other items of maintena^ice expense combined. What a chance there is here for the practice of engineering— the engineering of men! How much more can be done with one dollar's worth of well-directed effort, than with two dollars worth of bungling!
Under the conditions which have prevailed the past few years, the morale of labor has been lowered, the interest in the work lessened, and the obligation to give full measure of effort in return for the wage is no longer felt. The work no longer attracts.
It is now the duty of the Engineer to seek to make the work at- tractive to the w'orker by attention to his living and working conditions. Pay him an adequate wage. A man who has been well housed and fed starts out in the morning with a feeling of contentment and in physical condition to work. Put the man under a foreman who knows proper methods and who can direct him in the use of those methods. Furnish a standard of performance as a measure of his creative power which
26 BusinessSession
will stimulate his interest towards increasing that creative power. Respect his right— treat him fair. The foundation of humanity is the "Golden Rule." Then watch the one dollar do the work of two.
The increased costs of both labor and material have so swelled the expense of maintenance that more accurate cost accounting and unit measures of performance are needed. It is sought to reduce mainte- nance costs to a single unit of measure, so that a uniform gage of maintenance may be had. It is difficult to correct unless we know wherein we are wrong. Our Committee on Economics of Labor is now working on this problem.
The shunning of railroad service by the young Engineer is a mat- ter of concern. I noticed a short time ago in a technical publication a series of letters written by the Professors of Engineering of a number of Universities, on why the graduate Engineer is not entering railroad service. The chief reason given was that they found more attractive service elsewhere — the more attractive features being better pay, less exacting working conditions and better prospects of advancement. I cannot believe this to be a permanent or even a general condition.
The railroad offers to-day splendid chances for any bright, hustling young Engineer graduate, either up through the Engineering and Main- tenance Department or through the Transportation Department. The work is exacting and the hours at times long, but he has only to look at the long list of prominent railroad officers, who started on the en- gineering corps and attained to positions comparable in compensation (which it would appear to be the measure) to the high positions in the industrials, to see rewards that may be his.
Your Association is dependent upon the young railway Engineer for its perpetuation. It is therefore the mission of the members of this Association to present to the young Engineer the advantages and pos- sibilities of railroad service, and when he has entered that service to help him in every possible way toward the realization of those possibili- ties.
In conclusion I wish to thank those who have assisted me during my tenure in this office in the administration of the affairs of your As- sociation and who have so successfully carried on its committee-work — the members of the Board of Direction; the chairmen and members of the Committees, and our Secretary, who has just completed twenty-one years of most loyal and efficient service. [Applause.]
The President : — The next order of business is the reports of the Secretary and of the Treasurer.
Secretary E. H. Fritch presented the following reports :
B u s i n e s s S e s s i o n . 27
Report of Secretary
To the Members:
The twenty-first annual convention of your Association marks an- other onward and upward step in its continued progress. You have ample reason to feel proud of the record of accomplishment of the past year. Financially; in the growth of membership, and in enhanced pres- tige, the results obtained in the year just closed have been most gratify- ing.
Finances. — From the financial statement it will be noted that the receipts from all sources were $31,187.24; the expenditures, $24,702.03, leaving a surplus for the year of $6,485.21.
Publications. — The volume of the committee reports submitted for consideration at this convention exceeds that of any former year. The chairmen, vice-chairmen, and members of committees have given freely of their time and talents in preparing the series of valuable reports.
The additions made to the Manual since its last publication have warranted the Board of Direction in deciding on reprinting the volume during the current year. The revised Manual when issued will be a credit to your Association.
Membership. — As pointed out in the address of the President, a sys- tematic effort has recently been inaugurated to increase the membership. The results thus far secured have been exceedingly gratifying and en- courage the hope that even greater gains will be obtained during the coming year.
Membership at last annual meeting 1449
Deceased during year 12
Resignations 39
Dropped 30
81 Additions during the year 270
Net gain 189 189
Total membership 1638
Deceased Members. — With deep regret we record the loss by death
of the following members:
John A. Atwood, Second Vice-President of the Association ; Curtis
Dougherty, at one time a Director of the Association ; Albert J. Himes,
formerly chairman of the Committee on Iron and Steel Structures;
Stephen Pearson Brown, William Archer, N. Tani, E. Raymond, J. D.
Mason, C. N. Kalk, H. T. Ruhl, W. A. Casler, F. T. Hatch.
Acknowledgment is made of the loyal and efficient services rendered by the office staff.
Respectfully submitted,
E. H. Fritch,
Secretary.
FINANCIAL STATEMENT FOR CALENDAR YEAR ENDING
DECEMBER, 31, 1919
Balance on hand January 1, 1919 $37,259.19
RECEIPTS. Membership Account
Entrance Fees $1,470.00
Dues 6,726.75
Subscription to Bulletin. . ^ 6,726.75
Binding Proceedings and Manual 682.35
Badges 31.00
Sale of Publications
Proceedings 2,056.22
Bulletins 866.06
Manual 408.97
Specifications 111.25
Leaflets 27.60
General Index 81.00
Advertising ,
Publications 2,040.20
Interest Account
Investments 1,783.67
Bank Balance 73.97
Annual Meeting
Sales of Dinner Tickets 1,291.50
Miscellaneous 56.02
American Railroad Association
Rail Committee 6,753.93
Total $31,187.24
DISBURSEMENTS
Salaries $ 5,850.00
Proceedings 1,018.00
Bulletins 5,237.09
Manual 4.55
Stationery and Printing 731.39
Rents and Light ' 868.11
Telegrams and Telephone 68.06
Equipment 27.45
Supplies 326.78
Expressage 318.31
Postage 806.65
Exchange 53.10
Taxes 29.25
Committee Expenses 133.50
Officers' Expenses 16.00
Annual Meeting Expenses 1,977.67
Refund Dues Account Duplicate Payments, etc. 32.00
Audit 100.00
Miscellaneous 245.20
Rail Committee 6,858.92
Total $24,702.03
Excess of Receipts over Disbursements $ 6,485.21
Balance on hand, December 31, 1919 $43,744.40
Consisting of:
Bonds $40,565.65
Cash in S. T. & S. Bank 2.977.83
Cash in Secretary's offloe 175.92
Petty cash in Secretary's office 25.00
Si-? 74i in
BusinessSession. 29
STRESSES IN TRACK FUND
Balance on hand January 1, 1919 $ 1,461.35
Received from Interest during 1919 39.51
$ 1,500.86 Disbursements:
Salaries $ 134.14
Transportation 36.14
Hotel and Meals 42.90
Telephone and Telegrams 1.71
Supplies 219.68
Postage 30.00 $ 464.57
Balance on hand in Standard Trust and Savings Bank,
December 31, 1919 $ 1,036.29
Respectfully submitted,
BOARD OF DIRECTION.
Report of the Treasurer
Balance on hand January 1, 1919 $37,259.19
Receipts during 1919 $31,187.24
Paid out on audited vouchers during 1919.. 24,702.03
Excess of Receipts over Disbursements $ 6,485.21
Balance on hand December 31, 1919 $43,744.40
Consisting of:
Bonds $40,565.65
Cash in S. T. & S. Bank 2,977.83
Cash in Secretary's office 175.92
Petty cash in Secretary's office 25.00
$43,744.40
STRESSES IN TRACK FUND
Balance on hand January 1, 1919 $ 1,461.35
Received from Interest during 1919 39.51
Total $ 1,500.86
Paid out on audited vouchers during 1919 464.57
Balance on hand December 31, 1919 $ 1,036.29
The Securities listed above are in a safety deposit box of the Merchants' Loan & Trust Safe Deposit Company, Chicago.
Respectfully submitted,
GEO. H. BREMNER,
Treasurer.
I have made an audit of the accounts of the American Railway Engineering Association for the year ending December 31, 1919, and find them in accordance with the foregoing financial statements.
CHfARLES CAMPBELL, Auditor.
30 BusinessSession
GENERAL BALANCE SHEET.
December 31, 1919. ASSETS.
1919. . 1918.
Due from Members $ 3,142.00 $ 2,49.5.35
Due from Sales of Publications 542.27 1,823.94
Due from Advertising 985.00 400.00
Due from Amer. R. R. Assn. (rail committee)... 575.97 470.98 Due from Amer. Express Co. for lost shipment . . . 250.00
Furniture and Fixtures (cost) 997.40 997.40
Gold Badges 73.50 51.00
Publications on hand (estimated) 6,000.00 6,000.00
Extensometers 500.00 500.00
Investments (cost) 40,565.65 35,065.65
Interest on Investments (accrued) 739.99 711.96
Cash in Standard Trust & Savings Bank 2,977.83 2,168.54
Cash in Secretary's office 175.92
Petty Cash Fund ~ 25.00 25.00
Total $57,550.53 $50,709.82
LIABILITIES.
Members' dues paid in advance $2,272.50 $2,053.50
Imp-act test fund on Electrified Railways 285.46 285.46
Advertising Paid in Advance 120.00
Due for Printing Proceedings 1,845.00
Due for Expressage 15^3.67
Due for Miscellaneous Bills 39.00
Surplus 1. 52,924.00 48,250.86
Total $57,550.53 $50,709.82
Btisitiess Session. 31
The President : — You have heard the reports of the Secretary and of the Treasurer. What is your pleasure?
Mr. W. H. Courtenay (Louisville & Nashville) : — I move their adop- tion.
(The motion was seconded and carried.)
The President : — The question of legalizing the metric system of measures is being agitated at this time with somewhat renewed vigor. It is a matter of great importance to the engineering profession, and we have an opportunity this morning to listen to Mr. William C. Wilson, representing the American Institute of Weights and Measures, who will address us on this subject, giving the viewpoint of that association.
Mr. William C. Wilson (American Institute of Weights and Meas- ures) :— Mr. Chairman and Gentlemen— I esteem it a special favor to be able to speak briefly upon this very important subject. It is prob- ably known to most of you that there is a persistent and an aggressive campaign being waged in this country for the compulsory adoption of the metric system by an Act of Congress. Manufacturers and the in- dustrial world generally in America have not awakened to the fact that this propaganda has been making quite a considerable advance, and that a situation has arisen which calls for action.
The American Institute of Weights and Measures was organized by industrial interests to oppose any radical legislation on this sub- ject. The secretary of the Institute, when in Washington recently, was advised by the chairman of the House Committee on Coinage, Weights and Measures that a bill had been prepared by him which he was about to introduce, providing for the exclusive use of the metric system in this country- on and after a certain date. We understand that it fol- lows, in general, the so-called Dillon Bill, which was before the last Congress, and in order that you may know what the Dillon Bill was, I have a synopsis of it which I will read to you :
"1. That the weights and measures of the metric system shall be the sole standard of weights and measures in the United States.
"2. That any person, corporation, company, society, or association who shall use, or offer or attempt to use, in any industrial or commer- cial transaction in the sale or purchase of any commodity any other weights and measures than those of the metric system on and after July first, nineteen hundred and twenty-four, shall be guilty of a mis- demeanor, and upon conviction thereof in any court of competent juris- diction shall be punished by a fine of not more than $500 or by imprison-
32 Business Session.
ment for not more than three months, or by both such fine and imprison- ment."
It is this sort of radical legislation that we are up against. With- out reference to the comparative merits of the so-called English system and the metric system, the practical question in this country is : how would it be applied and what effect would it have in its application?
I may say that in the study of that practical question, the over- whelming opinion of manufacturers in America is absolutely against any such radical legislation, all the more so from the fact that the metric system was legalized in 1866 by virtue of an Act of Congress. Thus for over fifty years it has stood on a legal par with the English system and fully available to all who wish to use it. Is it not fair to say that if it cannot win on its merits by voluntary adoption under the protec- tion of this law, it is not entitled to win under a law of force?
Those who stand sponsor for the metric system, therefore, are not asking for a chance. If their position was that the metric system was illegal in this country and it ought to be made legal, so that it would be available for voluntary use, they might have a valid argument; but now, not being satisfied with having an equal chance so far as the law is concerned, they propose to cram it down our throats whether we want it or not.
I have here a short summary of the effect which compulsory legis- lation would have upon the railroads; only a brief outline is attempted, and you can fill in the rest from your own experience.
Tariff Department. — Every item of the numerous tariff lists will have to be re-calculated to conform to the new dimensions, weights, volumes, distances and car dimensions. (These will all come out in decimals.)
Claim Department. — Many shippers will not understand the new units, from which will arise errors, misunderstandings, claims and gen- eral dissatisfaction.
Freight Agents. — The education of this force, scattered as it is along the line, will be a task of no mean proportion.
Purchasing Department. — All existing specifications will have to be re-written. All commodities bought will have to be called for in metric units with prices as per the new unit.
Real Estate Department.— AW deeds, plans, surveys, drawings and descriptions of properties, rights-of-way, etc., will have to conform to the new system and valuations figured as per new imits.
BusinessSession. 33
Maintenance of Way Department. — All earth, stone, gravel and brick work, fills, excavations, etc., will have to be ordered and executed in cubic meters. Mileposts to be replaced by kilometer signs, etc.
Car Department. — All capacities and weights marked on cars are to be changed to metric units ; spare parts and repairs will have to be called for in the new language.
Engineering Department. — Locomotives and all mechanical and elec- trical equipment of freight and passenger cars will have to conform to the new units as well as all apparatus for block and signal systems. Thousands of drawings will have to be changed in every office. The great difficulty the engineers will experience, however, will be from the fact that all engineering tables will have to be re-calculated, and this cannot be done until new standards have been agreed upon.
Accounting Department. — The difficulties of this department, es- pecially during the transition period, will be very considerable. All printed forms will have to be revised.
Such compulsory legislation is unAmerican, is absolutely uncalled for, is not demanded by industrj^, but is sought to be imposed upon in-- dustry against its will. The Institute addressed a questionnaire to the exporters of this country as to the demand for a change to the metric system, and an overwhelming majority of them reported that such a change was absolutely unnecessary. I talked this matter over recently with the president of a great manufacturing concern in Pittsburgh. He told me they had agencies in every civilized country in the world and had sold goods for years all over the globe, and that there had been no demand whatever for a change in our manufacturing standards — that in order to assure himself on that point he had taken a vote of their agencies, that the reports from those in charge of these foreign agencies was unanimous against the adoption of the metric system in this coun- try, for the reason that there was no trade demand whatever for such a radical change. In conclusion I urge, when this matter comes up, that you will give it that serious consideration which such a vital issue is entitled to.
Mr. A. S. Baldwin (Illinois Central) : — Are a few questions in order?
Mr. Wilson : — I am not an Engineer, and cannot perhaps answer technical engineering questions.
Mr. Baldwin : — As a matter of policy, I would like to know if it is the intention of the American Institute of Weights and Measures that there shall not under any circumstances or at any time be an adoption
(2)
34 BusinessS e s s i o n
of the metric system in this country, or is it that you oppose this par- ticular legislation? I can understand that drastic legislation might work havoc and cause a great deal of harm, and I can understand that this particular legislation might be exceedingly objectionable, and it would seem that the progress toward the adoption of the metric system must be a very gradual one, and I ask the question, as a matter of informa- tion, are you speaking to the point that there shall be no adoption of the metric system at any time in the future in this country or speaking against the present proposed legislation?
Mr. Wilson : — No, sir.
Mr. Baldwin : — Let us know what your ideas are as to that.
Mr. Wilson : — Our campaign is against any form of compulsory legis- lation in this country which will attempt to force the metric system upon us, whether we want it or not. The World Trade Club of San Francisco, the American Metric Association, some of the Government agencies at Washington, and some of the ofificials of the Government, are working for the adoption of the metric system. There have been ■ received in Washington in the neighborhood of 58,000 petitions, and letters from all parts of the country, asking for legislation providing for the exclusive use of the metric system. That has been engineered largely by the World Trade Club of San Francisco. This, together with other influences which have been brought to bear in Washington, has created the impression among Congressmen and Senators that there is a widespread demand for this kind of legislation. On the other hand, the railroads, the industries and the manufacturers have remained silent to an extent, and have permitted the metric propaganda to flood the country and create a false impression as to public opinion, because the average petition sent in under the circumstances is a very superficial affair and does not represent any real sentiment.
The American Institute of Weights and Measures proposes that the American people shall not hear only one side of the question but that the other side shall be presented, and we believe that when the people understand what this drastic legislation would mean to them and to American industHes in its practical application there will be no demand for it. We have no quarrel with the metric system. If it is such a wonderful system it ought to be able to win on its merits and receive voluntary adoption. If the conditions of trade arc such that it ought to be adopted in order to protect American interests, then it will be adopted and it will not be necessary for the professors, the scientists
B u s i n e s s S e s s i o n . 35
and the faddists to tell us what to do — it will be done by those whose interests are vitally affected.
Until that time comes we say that to force the issue by compulsory legislation is uncalled for and would be a virtual calamity to this coun- try. We have letters from manufacturers of the highest standing stat ing that any such program as is contemplated would cost their con- cerns millions of dollars and confusion worse confounded, among their customers and their employees. The whole proposition is so radical and so foolish, as they look upon it, that they cannot see how any sensible legislature could stand for it, and I have not any question in my mind but what if such a bill is pushed in Congress the manufacturers of the country will go down there and kill it. I do not think any Congress can stand up against the weight of opinion of the manufac- turers of this country.
Unless it is met in a public way, unless there is a campaign of education so that the people can understand both sides of this question, there will be built up in public sentiment, if it is left alone, such a growing demand for it, that it would finally overwhelm the manufac- turing and industrial interests, and they should get busy and prevent the spread of this propaganda.
The metric system, if it is what its advocates claim, should win on its merits and upon the necessities of trade and commerce, and should not be forced upon the people by drastic legislation.
Mr. W. H. Courtenay (Louisville & Nashville) :— I offer the fol- lowing resolution :
"The American Railway Engineering Association m convention as- sembled expresses its opposition to the adoption of the metric system of weights and measures to the exclusion of the English system or the American system at present in general use."
Mr. A. L. Davis (Illinois Central) : — I think the resolution just of- fered goes further than Mr. Wilson has asked us to go. I am not sure' we want to put ourselves on record as opposing the use of the metric system entirely. I think we ought to support Mr. Wilson to the extent that we are opposed to radical legislation that would impose the metric system on us at a time when we are not prepared to accept it.
Mr. Courtenay : — The resolution does not oppose the metric system, it merely opposes it to the exclusion of the present system. The pur- pose of the resolution is to show that this Association is not in favor of compulsory adoption of the metric system.
36 B u s i n e s s S e s s i o n
Mr. \V. C. Gushing — (Pennsylvania System) : — I move that the reso- lution be tabled, to be brought up by the Board of Direction when it deems the occasion suitable to do so.
Mr. Courtenay : — Everybody who has had any experience whatever with weights and measures, it seems to me, ought to be able to deter- mine, for himself whether this resolution ought to be passed or not. They do not need the Board of Direction to advise them upon that. This is one question upon which everyone who has had the slightest experi- ence with mensuration is conversant.
Mr. Fred Lavis (American International Corporation) : — There is one point that came to my mind some twenty years ago in connection with this metric system that I think every Engineer ought to have some idea about. I will try to tell you in a few words what it is. We have as our measuring S3'stem a 100-ft. tape — I am speaking of the practical work of the man who goes into the field to lay out stations and make other measurements. We take our 100-ft. tape and we can work out the stations very fairly. It is easy to know when we have ten stations, or twenty stations, or forty stations, or one sta- tion. It divides up very nicely by our using the foot and a decimal, but when you go to the use of the metric system you do not get a good stationing unit and that is one thing we should remember. Take the 100-ft. tape and you can measure accurately with the suspended tape, even when the wind is blowing under adverse conditions. It is the right length to handle and you can coil it up and put it in your pocket and you can figure from it decimals and work it out nicely. In the metric' system when you use something that is nearest to the 100-ft. tape you must use thirty meters, and it does not work well. If you use sixty stations you have a tape something like 165 ft. long.
I trust the meeting will give this matter some thought before we throw away our 100-ft. tape.
(Mr. Cushing's motion was put to vote and lost; the resolution pro- posed by Mr. Courtenay was adopted.)
The President : — The Chair wishes to express to Mr. W^ilson the thanks of the Association for his admirable address.
The next order of business is the consideration of the reports of Standing and Special Committees.
We have quite a long program before us, and the Chair respectfully requests the members to confine their remarks to essential features, so that we can give those matters the consideration thev merit.
BusinessScssion. 37
As members rise to receive recognition from the Chair, ihey will please announce plainly their names and the railroad with which they are connected.
In order not to prolong the discussion unnecessarily, we will fol- low the practice of previous years and omit discussion on more or less nonessential features, such as grammatical construction, punctu- ation, etc., and we will also refrain from the discussion of definitions. If anyone has anything to offer under that heading, it will be appreci- ated if he will send his comments to the Secretary in writing.
The first report to be considered is that of the Committee on Water Service. In the absence of the Chairman of the Committee, Mr. Dor- ley, the Vice-Chairman, Mr. J. L. Campbell, will present the report.
(For report, see pp. 47-80; for discussion, pp. 1347-1352.)
The President: — The next order of business is the report of th.e Committee on Masonrj-. The report will be presented by the^ Chairman, Mr. J. J. Yates.
(For report, see pp. 81-144; for discussion, pp. 1353-1361.)
AFTERNOON SESSION
The President :■ — The first report to be taken up at this session is that of the Committee on Buildings, Mr. M.'A, Long, Chairman. In the ab- sence of the Chairman, Mr. A. T. Hawk will present the report. (For report, see pp. 145-160; for discussion, pp. 1362, 1363.) The President: — The report of the Committee on Uniform General Contract Forms will be presented to you by the Chairman, Mr. E. H. Lee. (For report, see pp. 161-168; for discussion, p. 1364.) The President : — The report of the Committee on Track will be pre- sented by the Chairman, Mr. W. P. Wiltsee.
(For report, see pp. 169-194; for discussion, pp. 1365-1375.) The President: — Mr. Edwin B. Katte, Chairman of the Committee on Electricity, will present to you the report of that Committee. (For report, see pp. 195-278; for discussion, pp. 1376-1378.) The President: — In the absence of the Chairman of the Committee on Conservation of Natural Resources, Mr. R. C. Young, the Vice-Chair- man, Prof. S. N. Williams, will present the report.
(For report, see pp. 279-300; for discussion, pp. 1379-1381.) The meeting adjourned to 9:30 a. m., Wednesday, March 17th.
38 BusinessSession
WEDNESDAY, MARCH 17, 1920.
MORNING SESSION
The President: — The first order of business this morning is the con- sideration of the report of the Committee on Economics of Railway Loca- tion. In the absence of the Chairman, Mr. Begien, the report will be pre- sented b}' the Vice-Chairman, Mr. C. P. Howard.
(For report, see pp. 301-320; for discussion, pp. 1382, 1383.) The President: — Mr. C. M. Taylor, Chairman of the Committee on Wood Preservation, will present the report of that Committee, with the usual preliminary statement.
(For report, see pp. 321-364; for discussion, pp. 1384-1390.) The President : — The next order of business is the consideration of the report of the report of the Committee on Ballast. Mr. PI. L. Rip- ley, Chairman, will present the report.
(For report, see pp. 421-466; discussion, pp. 1391-1396.) The President : — The report of the Committee on Iron and Steel Structures will be presented by the Chairman, Mr. O. E. Selby. (For report, see pp. 485-576; discussion, pp. 1397-1414.) The President : — The polls for voting for officers of the Association will close at noon todaj^ The Chair will appoint as Tellers, Messrs. W. F. Ogle, Chairman; E. M. Hastings, L. P. Rossiter, W. A. Spell, C. R. Knowles, C. W. Pifer and W. C. Harvey. The Tellers will assemble at the platform after adjournment of this morning session and receive from the Secretary the ballots cast. They will retire to the anteroom to count the ballots and be prepared to make a report before adjournment of the afternoon session.
AFTERNOON SESSION
The President : — We will resume the consideration of the report of the Committee on Iron and Steel Structures.
The President: — The second progress report of the Special Commit- tee on Stresses in Railroad Track will be presented to you by the Chair- man, Prof. A. N. Talbot.
(For report, see pp. 645-814; discussion, pp. 1424-1426.)
The President : — Mr. F. R. Layng, Chairman of the Committee on Ties, will present to you the report of that Committee, and will make the customary introductory statement.
(For report, see pp. 577-616; discussion, pp. 1415-1423.)
' Business Session. 39
(Vice-President Safford in the Chair.)
Vice-President Safford :^The report of the Committee on Road- way will now be considered, and will he presented to yon by the Chair- man, Mr. J. R. W. Ambrose.
(For report, see pp. 815-836; for discussion, pp. 1427-1433.)
Vice-President Safford : — The Chair would ask unanimous consent to vary from the program and take up the report of the Committee on Wooden Bridges and Trestles, on account of the enforced absence of some of the members of the Committee tomorrow. The report of the Committee will therefore be presented to you now by the Chairman, Mr. W. H. Hoyt.
(For report, see pp. 1434-1436; for discussion, pp. 1278-1337.) Vice-President Saft'ord : — The report of the Committee on Rules and Organization will be presented to you by Mr. W. C. Barrett, in the absence of the Chairman and Vice-Chairman of that Committee. (For report, see pp. 467-484; for discussion, pp. 1437-1441.) (On motion of Mr. E. B. Temple, the further consideration of the report of the Committee on Rules and Organization was deferred until the morning session.)
THURSDAY, MARCH 18, 1920. MORNING SESSION
The President : — The first business at this session is the conclusion
of the action on the report of the Committee on Rules and Organization.
The President : — Mr. E. R. Lewis, Chairman of the Committee on
Economics of Railway Labor, will make the usual introductory statement
in presenting the report of that Committee.
(For report, see pp. 617-626; for discussion, pp. 1442-1444.) The President: — The report on Signals and Interlocking will be pre- sented to you by Mr. J. A. Peabody, Chairman.
(For report, see pp. 837-850; for discussion, p. 1445.) The President : — Mr. B. H. Mann, Chairman of the Committee on Yards and Terminals, will present to j-ou the report of that Committee. (For report, see pp. 851-1064; for discussion, 1446.) The President : — In the absence of the Chairman of the Rail Com- mittee, Mr. Ray, the report will be presented to you by the Vice-Chair- man, Mr. H. B. MacFarland.
(For report, see pp. 1065-1243; for discussion, pp. 1447-1455.)
40 BusinessSession
The President : — Mr. W. A. Christian, Chairman of the Committee on Records and Accounts, will make the usual preliminary statement in pre- senting the report of that Committee.
(For reiwrt, see pp. 365-420; for discussion, pp. 1456, 1457.)
The President: — Mr. Arthur Crumpton, Chairman of the Committee on Signs, Fences and Crossings, will now present to you the report of that Committee.
(For report, see pp. 627-640; for discussion, p. 1458.)
AFTERNOON SESSION
The President: — In the absence of both the Chairman and Vice- Chairman of the Committee on Economics of Railway Operation, the re- port will be presented to you by Prof. C. C. Williams.
(For report, see pp. 1244-1277; for discussion, pp. 1459, 1460.) The President : — The report of the Special Committee on Standardi- zation will be presented to j'ou by the Chairman, Mr. E. A. Frink.
(For report, see pp. 641-644; for discussion, pp. 1461-1470.)
The President: — This concludes the consideration of the reports of Standing and Special Committees. The next business in order is "New Business." Are there any resolutions to ofifer?
Mr. E. B. Temple (Pennsylvania System) : — Mr. President, I should like to have the privilege of presenting the following resolution:
"Resolved, That the members of the American Railway Engineer- ing Association, in convention assembled, desire to place on record their appreciation of the admirable manner in which this convention has been presided over by Mr. Earl Stimson, and for the efficient administration of the affairs of the Association during his occupancy of the presiden- tial chair.
"Resolved, That a copy of this resolution be spread on the Minutes of this meeting, and an engrossed copy be presented to Mr. Stimson."
(The resolution was adopted unanimously.)
The President: — Are there any further resolutions to be ofifered? Mr. Geo. A. Mountain (Canadian Railway Commission) : — Mr. Presi- dent, I move you the following resolutions :
"Resolved, By the American Railway Engineering Association, in con- vention assembled, that its thanks are hereby extended to the Honorable and Reverend Henry J. Cody and to President Winthrop Ellesworth Stone for their excellent addresses at the Annual Dinner on the evening of March 17th;
Business Session. 41
To the Chairmen, Vice-Chairmen and members of the several com- mittees for their labors during the past year and for valuable reports presented to the meeting ;
To the Committee on Arrangements for the splendid manner in which all arrangements for this convention have been carried out;
To the Technical Press for courtesies extended during the year and also during the convention ;
To the National Railway Appliance Association for the compre- hensive and instructive exhibit of railway devices used in the construc- tion, operation and maintenance of railways."
(The resolutions were adopted unanimously.)
The President : — Has anyone anything to offer for the good of the Association? If not, that concludes the order of "New Business," and the Secretary will announce the result of the election for officers for the en- suing year.
Secretary Fritch read the following report of the Tellers :
Report of Tellers
To the American Railzvay Engineering Association:
We, the Committee of Tellers, report the following as the result of the count of the ballots :
President:
H. R. Safford 869 votes
J. A. Atwood 1 vote
Vice-President:
L. A. Downs 867 votes
H. L. Ripley 2 votes
W. H. Courtenay ••••••, 2 votes
Secretary:
E. H. Fritch 872 votes
Treasurer:
G. H. Bremner ; 864 votes
V. K. Hendricks 1 vote
M. Coburn 1 vote
Directors (Three to be Elected) :
Edwin B. Katte '. • 488 votes
J. M. R. Fairbairn 384 votes
F. E. Turneaure 292 votes
F. G. Jonah , 277 votes
E. B. Temple '. 266 votes
E. E. Adams 254 votes
F. P. Patenall 243 votes
J. E. Willoughby 214 votes
Thos. S. Stevens 163 votes
Scattering 3 votes
42 Business Session.
Nominating Committee (Five to be Elected) :
A. W. Newton 552 votes
R. S. Parsons 520 votes
H. T. Douglas, Jr 485 votes
M. Coburn 484 votes
W. P. Wiltsee 460 votes
E. A. Hadley 450 votes
W. A. Christian 381 votes
A. Montzheimer ■ 370 votes
U. E. Gillen 242 votes
C. M. McVay 205 votes
Scattering 4 votes
Respectfully submitted,
W. F. OglEj Chairman; W. C. Harvey, E. M. Hastings, C. R. Knowi-es,
L. P. ROSSITER,
W. A. Spell,
Tellers.
Secretary Fritch : — The ofificers elected arc as follows : • President :—H. R. Safford.
Vice-President — L. A. Downs.
Secretary — E. H. Fritch.
Treasurer— G. H. Bremner.
Directors — Edwin B. Katte, J. M. R. Fairbairn, F. E. Turneaure.
Members Nominating Committee — A. W. Newton, R. S. Parsons, H. T. Douglas, Jr., M. Coburn, W. P. Wiltsee.
The President: — You have heard the result of the election. The Chair will appoint Past-Presidents Morse and Baldwin as an escort of honor to conduct President-Elect Saflford to the Chair.
President Stimson : — I have been told on very good authority that ninety per cent of the people do the right thing all the time. In the elec- tion, the result of which has just been announced, one hundred per cent of you people have done the right thing in electing Mr. Safford to the highest honor you have in your gift. It enables the retiring President to place the affairs of the Association in most competent hands. Mr. Safford, I retire with the greatest confidence in your ability to fill the position, and I hand you herewith the symbol of authority of the office. This little hammer has driven home many good points and has never been used for "knocking."
BitsinessScssion. 43
Prcsident-Elect Safford:— I want to thank you very cordially, Mr. Stimson, for your kind words, and to extend my congratulations to you for what I think has been the most successful year that the Association has experienced. I know that I voice the sentiment of all when I say that for the membership at large, and it has been a great pleasure to me to serve under you.
Past-President Stimson :— And I will take great pleasure in serving under you.
President-Elect Safiford :— Gentlemen, I appreciate more than I could express the honor which you have seen fit to confer upon me. Of course, it will be my desire to meet your expectations. A man being elected to this positiori is not unlike the man who is selected to occupy the pilot- house on a ship. He may have the power and the opportunity to pull all the levers, ring bells, push buttons, do all those things that connect with all of the activities of the boat, but if the man at the other end does not do his part, his position is very unimportant, and he can accomplish little. The support which you have always given your Presidents in the past if continued — end, of course, it will continue — can result in some greater success by your efiforts alone even than has characterized past years. We are starting out to-day on another year, the twenty-second, I believe, with a great many new conditions and new problems to work out. Some of them grow out of the past two years of changed conditions in railroad service. Others grow out of the confusion and natural distortion of things that accompanied the war, and the special activity with which we are connected, the railroad business, is going to require a great deal more study than it ever required before. We have a number of problems of a mechanical nature, and a great deal to do in the direction of correcting those things which have destroyed the morale and contentment of labor. All these things call for new activities on the part of committees, and this in turn calls for greater study on the part of those standing commit- tees which are in charge of the work and the personnel. As to the latter, we are increasing our membership, as you know, and that means new problems in this organization. I hope you feel that I am ready always to serve the Association to the best of my ability, and I am quite sure that I will get that support from you. I thank you. [Applause.]
Is there any further business? If not, I will declare the convention adjourned sine die.
The Twenty-Second Annual Convention of the American Railway Engineering Association zi'ill he held at the Congress Hotel, Chicago, March 15, 16 aixd 17, 1921. E. H. Fuitch,
Secretary.
COMMITTEE REPORTS
45
REPORT OF COMMITTEE XIII— ON WATER SERVICE
A. F. DoRLEY, Chairman; J. L. Campbell, V ice-Chairman;
R. C. Bardwell, . E. G. Lane,
J. M. Brown, Thomas Lees,
E. M. Grime, W. M. Neptune,
W. C. Harvey, E. H. Olson,
R. L. Holmes, W. A. Parker,
H. H. JoHNTZ, A. B. Pierce,
C. R. Knowles, C. p. Richardson,
Committee.
To the American Railtcay Engineering Association:
Your Committee on Water Service presents belov^r its report to the Twenty-first Annual Convention.
The Committee was instructed by the Board of Direction to make a study and report during the year on the following subjects:
(1) Make critical examination of the subject-matter in the Manual, and submit definite recommendations for changes.
(2) Study regulations of Federal and State authorities relating to supply of drinking water on trains and premises of railroads.
(3) Make report on Watei. Service Organization.
(4) Make final report on desip a of impounding reservoirs and con- ditions under which they are econoi 'ical.
(5) Report on suitable type of Yater meter for use in railroad water service, methods followed in testin^J and reading meters, and checking consumption of water.
(6) Submit definitions applicable to water service.
(7) Report upon plans and specifications for typical water station layouts, collaborating with Committee on Yards and Terminals and Com- mittee on Economics of Railway Operation.
In addition, the Committee wa« requested by the Committee on Stand- ardization to
(8) Prepare plans and specifications for wooden water tanks of of 50,000 and 100,000 gallons capacity.
Committee Meetings In addition to the various meetings of the sub-committees, four meet- ings of the General Committee were held in the offices of the Association at Chicago.
47
48 W a t e r S e rv i ce
(1) Revision of Manual
Changes in the Manual under the heading of "Water Service" in the 1915 edition of the Manual are recommended in Appendix "A."
(2) Supply of Drinking Water on Trains and Premises of Railroads
A progress report on this subject appears in Appendix "B," together with item for insertion in the Manual.
(3) Water Service Organization
A final report on this subject is submitted in Appendix "C" for adop- tion and publication in the Manual.
(4) Impounding Reservoirs and Conditions Under Which They
Are Economical
A final report on this subject is submitted in Appendix "D" for adop- tion and publication in the Manual.
(5) Meters for Railroad Water Service
A final report on this subject is submitted in Appendix "E" for adop- tion and publication in the Manual.
(6) Railroad Water Service Definitions
A list of terms common to use in Railroad Water Service is sub- mitted in Appendix "F," with definitions for adoption and publication in the Manual.
(7) Plans and Specifications for Typical Water Station Layouts A progress report on this subject is submitted in Appendix "G."
(8) Specifications for Wooden Water Tanks
Specifications for wooden water tanks of 50,000 and 100,000 gallons capacity are submitted in Appendix "H."
CONCLUSIONS
Your Committee requests the following action on its report:
(1) That the re-classification of subject-matter on Water Service in the Manual be approved as outlined. That subject-matter quoted on pages 445, 446, 447, 448 and 463 of 1915 edition to Manual be omitted in further editions as information of questionable value.
(2) That the report on revision of amendments to regulations affect- ing drinking water furnished by railroads be received as information. That the last three paragraphs, containing general statements of facts on this subject, be adopted for insertion in the Manual.
(3) That the final report on "Water Service Organization" be adopted for publication in the Manual.
(4) That the final report on "Impounding Reservoirs" be adopted and inserted in the Manual.
(5) That the report on "Water Meters for Railroad Use" be adopted for publication in the Manual.
WaterService. 49
(6) That list of definitions for Railroad Water Service terms be adopted and included in Water Service section of the Manual.
(7) That report on plans and specifications for typical water stations be received as information.
(8) That report on "Specifications for Wooden Water Tanks" be accepted as tentative specifications, to be adopted as final by the Twenty- second Annual Convention if acceptable.
Suggested Subjects for Next Year's Study and Report
(1) Cost of repairing leaks in underground piping, and most suitable joints for castiron pipe.
(2) Extent and effect of incrustation in pipe lines and methods of cleaning.
(3) Methods of disposing of waste water at water stations and keep- ing track free of ice.
(4) Preparation of plans and specifications for contracting water service work.
(5) Effect of local deposits on pollution of surface or shallow well water supplies.
(6) Continue the study of drinking water regulations, with particular reference to acceptable treatment of small supplies.
(7) Continue study of typical plans for water station layouts.
(8) Standard specifications for wooden water tanks.
Respectfully submitted,
The Committee on Water Service, A. F. DoRLEY. Chairman.
(3)
Appendix A
REVISION OF MANUAL J. L. Campbell, Chairman, Sub-Committee.
Page 445.
The equations for determining this space for both types of softeners, and Table 1, given below, conform to good practice.
Pages 446 and 447.
Where gravity flow, both to and from the softener, cannot be ob- tained, pumps should be provided with intermittent plants, as follows :
One pump only is necessary :
(a) Where water is pumped to settling tanks and is transferred by gravity to storage tanks.
(b) Where water flows by gravity to settling tanks, and is trans- ferred to storage tank by pumping.
(c) Where water is pumped to both settling and storage tanks and the source of supply is ample to furnish double the capacity of the soften- ing plant.
Two pumps are necessary:
(d) Where deep well pumps furnish the supply and water cannot be pumped from settling tanks to storage tanks.
(e) Where water is handled by pumping to both settling and storage tanks, but the source of supply is not ample to furnish at least double the capacity of the plant.
In all cases where pumps are needed, excepting case (c), the capacity of each pump, or battery of pumps, used for each operation should at least be equal to the treating capacity of the softener. If the pumps used to transfer the treated water are of a larger capacity, so that water can be transferred to storage tanks in less time than is required to fill the settling tanks, less settling tank capacity will be required.
In case (c), as the pump must handle the water twice in its transfer from the source of supply through the softener and into the storage tank, its capacity should at least be equal to double the capacity of the softener, and the supply should be sufficient for the pump.
At least three feet of the depth of each settling tank should be reserved for the accumulation of the precipitates ; therefore, in estimating the settling space needed and the capacity of settling tanks, the settling space should be considered as lying entirely above this reserved portion.
With these points in view, the proper capacity for settling tanks, measured above the space reserved for sludge, can be determined as follows :
(a) Capacity of softener in gallons per hour.
(b) Hours required for reaction and precipitation.
50
WaterService. 51
(c) Number of settling tanks (never less than two).
(x) Number of hours required to fill the portion of settling tank above the "sludge" portion.
(y) Number of hours required to transfer treated water from one settling to the storage tank, (y should never be greater than x.)
In case (c), where one pump alternates between emptying and filling settling tanks, the time for filling and emptying the total number of tanks less one must equal the time for reaction and precipitation in that one, and X would equal y. As the capacity of the pump must be double the capacity of treating plant, the settling capacity in each tank would be 2 ax.
The equations expressing the above are
2.1- (c— 1) =b
h
2c — 2
2ah ab
Settling capacity each tank = 2ax = =
2c— 2 c— 1
For plants where the quantity of water supplied to the softener and the capacit}^ of the plant are equal, the settling capacity of each tank is equal to ax. The total number of hours required to fill all the settling tanks should equal ^all the hours required to fill, precipitate and empty one tank, as expressed by the following equation :
cx=x-\-b-\-y x(c-\)=b+y __b+y
c— 1
b ab
I f > = X, then X = ; and ax
2 c — 2
b ab
If y^^Yzx, then x =^ ; and ax =
— 1.5 c — 1.5
Table 1 is developed from these equations and gives the proper settling capacity per 1,000 gallons per hour capacity of treating plant under various conditions and varj'ing number of settling tanks. From this table it will be noted that with the same time allowed for reaction and precipitation, the least number and smallest capacity of settling tanks is required where the flow of untreated water to the softener is double the hourly capac- ity of the softener, and the one pump works alternately filling and emplj'- ing these tanks. Where pumping is a necessity and sufficient supply can be obtained, the one pump plan will be the most economical in mainten- ance and operation of the intermittent plants.
52
Water Service
Page 448.
TABLE l.-PROPER SETTLING CAPACITY OF TANKS ABOVE THE PORTION
RESERVED FOR SLUDGE, UNDER VARIOUS CONDITIONS OF
OPERATION IN INTERMITTENT WATER SOFTENERS.
|
Number of |
Time Required, Each Tank |
Settling Capacity of Tanka per 1000 Gallons Capacity of Softener |
|||
|
Tanks "c" |
Fillin? "x" |
Reaction "b" |
Emptying "y" |
Each Tank |
Total |
When flow of water to softener is double capat'ity of softener:
|
2 Hrs. |
4 Hrs. |
2 Hrs. |
|
1 |
4 " |
1 |
|
2/3 |
4 " |
2/3 " |
|
1-1/2 " |
3 " |
1-1/2 " |
|
3/4 •' |
3 " |
3/4 " |
|
1/2 " |
3 •' |
1/2 " |
|
4,00n Gals. |
8,000 ( |
3als |
|
2,000 " |
6,000 |
|
|
1,333 •' |
5,333 |
|
|
3,000 " |
6,000 |
|
|
1,.^00 " |
4,500 |
|
|
1,000 " |
4,000 |
|
When flow of water to sottener equals capa-; |
ity of so'ten er: |
||||
|
3 4 5 |
4 Hrs. 2 1-1/3 " 1 8 2-2/3 " 1-3/5 " 1-1/7 " 3 1-1/2 " 1 6 2 1-1/5 " 6/7 |
4 Hrs. 4 " 4 " 4 " 4 " 4 " 4 " 4 " 3 " 3 " 3 " 3 " 3 " 3 '• 3 " |
4 Hrs. 2 1-1/3 " 1 4 1-1/3 " 4/5 4/7 3 1-1/2 •' 1 3 1 3/5 6/7 |
4,000 Gals. 2,000 " 1,333 " 1,000 " 8,000 " 2,667 •■ 1,600 " 1,143 " 3,000 •' 1,50« " 1,000 " 6,000 " 2,000 " 857 " |
12,000 Gals. 8,000 " 6,667 " |
|
6 2 |
6,000 '• 16,000 " |
||||
|
3 |
8,000 " |
||||
|
4 |
6,400 •' |
||||
|
5 |
5,714 " |
||||
|
3 |
9,000 " |
||||
|
4 |
6,000 " |
||||
|
5 |
5,000 *• |
||||
|
2 |
12,000 '• |
||||
|
3 |
6,000 " |
||||
|
4 |
4,800 " |
||||
|
5 |
4.286 •' |
||||
Suggested Revision.
It is suggested that subject matter quoted above be eliminated from the Manual, as information is not generally applicable to present types of softening plants and should be considered rather as reference matter in the Proceedings.
Page 463.
Fig. 2. Typical Layout for Surface Pipe Wells :
Suggested Revision.
It is suggested that this page be omitted as proposing a rather detailed plan which is not of general application.
The following is submitted as outline for the re-classification of sub- ject matter in the Manual under "Water Service" :
1. Definitions (to be adopted).
2. General Principles of Water Supply:
(a) Supply — quantity (p. 452).
(b) Supply — source (p. 452, 453 as revised).
WaterService. 53
(c) Pumping plants (p. 453, 454, 455, 456, 457, 458 as revised).
(d) Impounding Reservoirs (to be adopted).
(e) Meters (to be adopted).
( f) Organization (to be adopted).
(g) Rules for examination of pumpers and care of equipment
(adopted 1919).
3. Quality of Water- — method of treatment :
(a) General (p. 443 as revised).
(b) Water Softeners :
(1) Design and installation (p. 444 as revised).
(2) Operation, maintenance and supervision (p. 445).
(3) Capacity (p. 445).
(4) Relative economy (p. 449).
(5) Reagents (p. 449, 450).
(6) Foaming and priming (p. 450 as revised).
(7) Minimum quantity of scaling and corrosive matter to justify treatment (p. 451, 452).
(e) Drinking Water — regulations and compliance (to be adopted).
4. Specifications (p. 464, 465, 466).
5. Water Service Records (p. 458 to 464).
Appendix B
STUDY REGULATIONS OF FEDERAL OR STATE AUTHORITIES
RELATING TO SUPPLY OF DRINKING WATER ON
TRAINS AND PREMISES OF RAILROADS.
R. C. Bardwell, Chairman, Sub-Committee.
Under date of July 14th, 1919, Section 13 of Amendment No. 8 to Interstate Quarantine Regulations was amended to read, in part, as follows :
"Sec. 13. Water provided for drinking or culinary purposes on any car, vessel, or other conveyance while engaged in interstate trafific by any person, firm, companj', or corporation shall be from a source which is certified and approved as producing water of satisfactory sanitary quality and safety.
"(a) The certification of such water supplies shall be procured by the person, firm, company, or corporation providing water for the afore- said purposes, and the certificates shall be filed with the United States Public Health Service at Washington, D. C.
"(b) Certificates concerning the safety and sanitary quality of such water shall be based upon its relative freedom from contamination, or exposure to contamination, by micro-organisms and substances recognized as harmful or deleterious to the consumer's health or liable to spread infectious or contagious disease, as determined through a survey of the sanitary conditions under which the supply is produced and the results of the bacteriological and chemical analysis of samples of the water. In making such determinations, survey and laboratory methods which are acceptable to the Surgeon General of the United States Public Health Service shall be followed.
"(c) Certificates of examination may be issued by officers of the United States Public Health Service or by the respective state departments of health having jurisdiction over the source of supply, and shall be sub- ject to the approval of the Surgeon General of the LInited States Public Health Service.
"(d) Certificates of water examination shall be procured and filed whenever the Surgeon General of the United States Public Health Service may direct, but in any case not less than semi-annualh', in March and September of each A^ear; Provided, That the certification of water supplies certified by and produced under the constant supervision of the respective state departments of health may be required but once annually with the approval of the Surgeon General of the United States Public Health Service.
"(e) Persons, firms, companies, or corporations providing water from certified supplies shall cause such water to be so handled from the source of the supply to the delivery to the consumer in such manner that the safety or sanitary quality of such water .shall not be impaired. Water cooled for drinking purposes shall be cooled in such manner that ice cannot come into contact with such water. Water coolers and containers shall be cleansed and sterilized at least once in each week while in use."
Instructions concerning the certification of water provided for drink- ing or culinary use by persons, firms, companies, or corporations engaging in interstate traffic, as outlined on Treasury Department, Public Health Service, Form 8921, of July 15, 1919, are as follows:
54
WaterService. 55
"1. Semi-annually, or whenever the Surgeon General of the Public Health Service may direct, the sanitary quality and safety of water sup- plies, which are the source of water provided for drinking and culinary purposes in interstate traffic, will be certified through the co-operation of the Public Health Service and the State Department of Health of that state within the jurisdiction of which such supplies are located. These certificates of examination are required to be filed with the Surgeon Gen- eral of the Public Health Service semi-annually in March and September of each year, unless otherwise specially directed by the Surgeon General.
"2. Any person, firm, or corporation, required by the Interstate Quarantine Regulations of the United States to procure certification of water supplies, shall, semi-annually, in January or July, forward a list of the supplies and make application in duplicate for an examination of such water supplies ; one copy to be addressed to the Surgeon General of the Public Health Service, and one copy to be addressed to the officer of the State Department of Health having jurisdiction.
"3. After necessary examinations have been made, the certificate for a supply is issued in triplicate upon this form ; one copy is retained in the State Department of Health having jurisdiction, and two are forwarded to the Surgeon General of the Public Health Service, who will approve such certificates and forward one copy to the person, firm or corporation required by the Interstate Quarantine Regulations of the United States to procure certification of water supplies which are the source of water pro- vided by them for drinking and culinary use in interstate traffic and who shall keep such certificates in their file for the current period during which the supply is in such use.
"4. A certificate is issued for each semi-annual examination required f)y regulation and for every other examination or re-examination of any supply, whether the certificate be favorable or unfavorable to the use of such supply; tJie filing of unfavorable certificates with the Surgeon Gen- eral of the Public Health Service is required as well as the filing of favor- able certificates, and is of greater importance.
"5. Upon the receipt of an unfavorable certificate by any person, firm, or corporation the use of that water supply for drinking or culinary pur- poses in interstate traffic shall be immediately discontinued, and the supply appropriately placarded with approved signs — "UNFIT TO DRINK" — in accordance with the provisions of the Interstate Quarantine Regulations of the United States. The receipt of unfavorable certificates shall be acknowledged in duplicate by such persons, firms or corporations, who must also advise that the use of the supply has been discontinued, and that placards have been properly placed in accordance with these regula- tions ; one copy is to be forwarded to the Surgeon General of the Public Health Service and one copy to be forwarded to the State Department of Health having jurisdiction.
"6. If a new supply be substituted for a supply for which an unfavor- able certificate is issued, a certificate of examination must be procured for such new supply by the person, firm, or corporation desiring to sub- stitute it for drinking and culinary use in interstate traffic in lieu of the condemned supply.
"7. If for any reason the use of a water supply be discontinued by a person, firm, or corporation providing the same for use for drinking or culinary purpose in interstate traffic, a written notification to that effect must be forwarded in duplicate ; one copy addressed to the Surgeon General of the Public Health Service and one copy to the State Depart- ment of Health having jurisdiction."
56 WaterService
Since the cessation of hostilities and the return to civil pursuit of the many sanitary engineers, a considerable impetus has been given to the investigations of problems concerning general improvement of public health. This is of importance to the Engineering Department of rail- roads, as under the above regulations water supplies have been condemned and the designs and plans for necessary changes or improvement involve a large expenditure.
The most adaptable feature for improvement and purification of small potable supplies now appears to be chlorination, but this has met with objection by several state engineers account of the limited development in connection with the comparatively small quantities usually encountered in railroad drinking water demands, and the lack of bacteriological super- vision under the present organization of the majority of railroads.
This feature will probably furnish an interesting field of development during the coming few years, and if it is the pleasure of the Association, your Committee will be pleased to keep in touch with the situation and report on the possible and economical means of compliance as practiced and authorized.
The following three paragraphs are recommended for insertion in the Manual as subject matter under Railroad Water Service:
1. Federal Interstate Quarantine Regulations, section 13 to Amend- ment No. 8, as amended July 14th, 1919, and issued by the Public Health Service, provide that water for drinking purposes furnished by railroads on cars in interstate traffic shall be pure and incapable of conveying dis- ease, and shall be from source not exposed to possible contamination.
2. It is preferable, where available at reasonable cost, that drinking water furnished by railroads should be secured from municipal supplies, as these, as a rule, secure close supervision from local and state health authorities.
3. Where impossible or impracticable to secure potable water from municipal source, precautions should be taken to provide against possible contamination. If supply is secured from wells, local drainage conditions should receive consideration and protection provided against this entering the wells. Surface supplies are particularly susceptible to contamination, and when used should receive standard treatment with bacteriacides such as calcium hypochlorite, chlorine, or ultra violet ray. All such supplies should be tested regularly and if found unfit should be posted with warn- ing—"UNFIT TO DRINK."
Appendix C
WATER SERVICE ORGANIZATION C. R. Knowles, Chairman, Sub-Committee.
1. The object of this department is the economical development, con- struction, maintenance, and operation of water stations for supplying suit- able water for locomotives and other railway purposes and to secure effi- ciency with a minimum of changes in the existing organization.
2. The establishment of a water department organization does not necessarily mean that the division, or local forces, are materially changed, but rather that the duties pertaining to the development and operation of water facilities are placed in the hands of those trained along this par- ticular line, relieving local and other officers of duties which may be foreign to their department. Where regular water service men are locally employed and the nucleus of an organization exists, as on many roads, the divisional organization remains practically unchanged except that duties and responsibilities are more clearly defined.
3. The graphical chart submitted represents an organization suitable for a railroad of large mileage, and may be readily adapted to any road with modifications.
4. Superintendent or Engineer of Water Service shall have direct charge of chemist, inspectors and construction forces, and acts in an advisory capacity to the division forces. A monthly report of the opera- tion of water stations, form MW 1302, shall be forwarded to the Superin- tendent or Engineer of Water Service, together with all other reports relating to water facilities.
City water bills, requisitions for materials used in the construction and maintenance of water facilities, as well as agreements pertaining to water supply, shall be approved by him.
5. Chemist: The chemist shall report to the Superintendent or Engineer Water Service, and shall have supervision of water treatment and the analysis and examination of water. He shall periodically check the results of treatment, including the effect of treated water on the main- tenance and performance of locomotive and other boilers.
6. Inspectors: The inspector shall periodically inspect water sta- tions, reporting to the Superintendent or Engineer Water Service on proper form the conditions in detail and the repairs and renewals re- quired, together with the estimated cost. He will make inspections and reports on construction work, see that standards are being maintained, check estimates and recommended improvements and perform such other duties as may be assigned to him.
57
58
Water Service
7. Supervisor Water Service: Supervisor Water Service shall report to Division Maintenance Office, and shall have charge of gang foremen, repairmen and pumpers.
He shall be responsible for the condition, maintenance and operation of pumping machinery, tanks, fire hydrants, fire pumps, pipe lines and all other facilities for handling water on his territory.
W/iTER Service Organ/zation
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General Manager Chief Engineer or Engineer Maintenance of Way |
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General Superintendent |
Superintendent or Engineer Water Service |
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Superintendent |
Inspectors |
Chemist |
Chief Clerk |
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Division Maintenance Officer |
Engineering Force |
Clerical Force |
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Supervisor Watar Service |
Conotruction Foremen |
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Gang Foreman |
Rapalmen |
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Pampero |
8. Construction Foreman: Construction foreman shall report to the Superintendent or Engineer Water Service and shall have charge of construction forces and perform such other work as may be assigned to him.
Appendix D
IMPOUNDING RESERVOIRS FOR RAILROAD PURPOSES
E. H. Olson, Chairman, Sub-Committee.
Introduction.
The most desirable site is one from which water can be delivered l)y gravity or involves the least pumping head.
The impounding area should be sufficient to maintain an adequate supply throughout the longest dry period, which may extend over two consecutive years. (See Plate "A.")
Conditions of Economy (Operating).
Impounding reservoirs are justified at places where the cost of water delivered does not exceed that of other equally usable dependable supply.
Selection of Site.
Reservoirs should be located where the topographic and climatic con- ditions are most favorable. The governing factors are as follows :
Topographic:
Geological Elevation. Size of Reservoir.
Geological Formation. Shape.
Topography. Depth.
Drainage Area. Water Table.
Accessibihty. Seepage from Reservoir. Exposure.
Climatic:
Temperature. Transpiration.
Wind. Interception. •■'
Humidity. TD„„^ff (Surface.
Storm Path. ^""°"- 1 Sub-Surface.
Precipitation. Water Evaporation.
Land Evaporation.
Drainage Area.
This may be comparatively small, requiring from a fraction of a square mile in regions of frequent precipitation to a number of square miles in the more arid localities; the area increasing with a decrease in lainfall. The area should be favorable to a considerable surface runoff. An excessive area increases amount of silt and size of spillway.
The ratio of drainage area to spillway contour should be not less than 35 or 40, and the reservoir should have a water depth approximating 25 feet.
Water Requirements.
The maximum demands for present or the near future use should be determined. The growth of traffic should be studied for a guide in fore- casting the probable ultimate needs.
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60 WaterService
Land Evaporation.
This is principally influenced by temperature and wind and usually varies from about one-fourth to two-thirds of the yearly rainfall.
Transpiration.
This is mainly influenced by temperature and moisture and generally varies from four to ten inches during the growing season for areas having mixed vegetation, the water requirements for plants varying from three hundred to one thousand times the weight of the dry matter produced.
Interception.
This is the portion of the precipitation intercepted and evaporated without reaching the ground, and is in a measure constant for each rain and probably amounts to 0.10 inch per rain, or something like 15 per cent, to 40 per cent, of the annual precipitation. This item is often included in the land evaporation loss.
Runoff — Surface and Sub-Surface.
This is the residual precipitation after land evaporation, transpiration, interception and deep seepage losses have been deducted, and varies gen- erally from 5 per cent, to 50 per cent, of the annual precipitation ; often a rainfall of one-half inch is required before there is an appreciable sur- face runoff.
In this class of reservoirs the surface runoff is the main factor sought and is in general one-half and often greater than one-half the total runoff.
Method of Determining Runoff.
All rainfall records near site and in storm path should be carefully studied and platted, likewise the daily rainfall, temperature, wind and humidity records for the period for which the calculations are made. (See Plate "A.")
Runoff computations should be made for the year preceding a drought for the duration of the dry period; while the computations for the spillway should be based on the heaviest precipitations.
The various methods can be grouped into four classes, viz. :
1. The formula group.
2. The percentage group.
3. The precipitation minus loss method.
4. The direct measurement method.
Water Evaporation.
This depends chiefly on temperature, but is largely influenced by the wind and humidity. In the more arid regions evaporation from reservoir surface is the greatest loss.
Water Service.
61
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Plate "A" indicates the close relationship in precipitation at scattered points in the storm path.
62
Water Service
Plate "B" shows typical curves for monthly values for the various factors entering into this subject and apply to northern Illinois.
Appendix E
SUITABLE TYPE OF WATER METERS FOR USE IN RAILROAD
WATER SERVICE, METHODS FOLLOWED IN TESTING AND
READING METERS, AND CHECKING CONSUMPTION
OF WATER.
C. R. Knowles, Chairman, Sub-Committee.
Reading Meters.
L The straight reading indicator consists of revolving discs with figures around their periphery revolving on a common shaft, the figures denoting the meter reading are exposed through a slot in the dial face. This t}-pe of indicator requires no instructions, as it is only necessary to copy the figures as shown.
The standard indicator consists of a train of clock gears and pinions, with points indicating on numbered circles or indices the figures which form the meter reading. The standard indicator is in almost general use, as it is much simpler in mechanism and is less liable to get out of order than the straight reading indicator. Accuracy is of the greatest import- ance in meter reading and familiarity with the work and appearance of the dials under various conditions of moisture, dirt, etc., is necessary to enable the meter reader to do his work accurately.
General Instructions.
2. (a) Before attempting to read a water meter be sure that it is registering. If necessary turn on the water and note if the point of indice moves.
(b) Begin reading the meter by noting the value of the unit in which the dial reads ; this is indicated by each indice. These figures indicate the value of one completed revolution of the points, therefore each division of an indice represents one-tenth of the amount marked against each indice. It should be noted that one complete revolution of a point of any indice is equal to one division of the indice of next higher value.
(c) Care must be taken to note the direction of movement of the points which rotate on alternate dials in opposite directions.
(d) Read the indices beginning with the one of lowest value, usually marked 10, and continue in the order shown by the figures beneath each indice, setting down the figures as read, i. e., the reading of the 10 indice in the units column ; that of the 100 indice in the tens column, etc.
(e) Always set down the figure on each indice that has been passed last or is just covered by the pointer, as the reading of each indice depends upon the reading of the one of next lowest value. Care must be taken, when the point of the indice being read is close to, or covering a figure, for unless the indice of next lower value has completed a revolution, or passed the O, the pointer which is being read has not completed the
63
64 Water Service.
division upon which it may appear to rest and the last figure which it has entirely passed should be set down on the record.
(f) When the meter has registered its full capacity, that is, one complete revolution of the highest dial, it returns to 0 and starts again. Whenever this occurs place in front of the reading of all of the dials the figure 1 — this must be done to obtain the present reading.
(g) Dials are made to indicate cubic feet, gallons, liters or any other unit.
Accuracy of Me:ers
Positive displacement water meter when new should test within the following degrees of accuracy :
5^-inch meters within 2 per cent, plus, or minus, on all flows from 20 gallons per minute down to one gallon per minute, and within 10 per cent, minus on >^-gallon per minute.
54-inch meters within 2 per cent, plus, or minus, on all flows from 35 gallons per minute down to 2 gallons per minute and within 10 per cent, minus on J^-gallon per minute.
1-inch meters within 2 per cent, plus, or minus, on all flows from 60 gallons per minute down to 3 gallons per minute, and within 10 per cent, minus on 3.4 gallons per minute.
Ij^-in. meters within 2 per cent, plus, or minus, on all flows from 100 gallons per minute down to 5 gallons per minute, and within 10 per cent, minus on 13^ gallons per minute.
2-in. meters within 2 per cent, plus, or minus, on all flows from 160 gallons per minute down to 8 gallons per minute, and within 10 per cent, minus on 2 gallons per minute.
3-in. meters within 2 per cent, plus, or minus, on all flows from 320 gallons per minute down to 16 gallons per minute, and within 10 per cent, minus on 4 gallons per minute.
4-in. meters within 2 per cent, plus, or minus, on all flows from 560 gallons per minute down to 28 gallons per minute, and within 10 per cent, minus on 7 gallons per minute.
6-in. meters within 2 per cent, plus, or minus, on all flows from 960 gallons per minute down to 48 gallons per minute, and within 10 per cent, minus on 12 gallons per minute.
Testing Meters.
The correct method of testing water meters is by weighing the water, allowing 62.5 lbs. of water to the cubic foot, and this method should be followed whenever possible. (Variations in volume due to temperature be- ing generally disregarded in actual practice.)
To ascertain the percentage of registration divide 6,250 by the number of pounds of water delivered by meter.
To determine the percentage of error in registration, multiply the error in pounds per cubic foot by 16 and divide by 10. It is necessary to run at least one complete revolution of the hand of first indice of the meter dial in all tests as the graduations of the indice nay not be exact.
WaterService. 65
When necessary to make several runs to complete one revolution of the first indice, the total weight of water delivered in the several runs should be added, and in no case should a sub-division of the circle be used to calculate the accuracy of the meter. When testing a meter, a valve should be placed on the outlet side of the meter and a pressure main- tained, making the conditions of test similar to that of actual service.
When the test by weight is impractical meters may be tested in place by using a hose or pipe from the outlet of meter to a test meter of known accuracy.
Maintenance of Meters
The maintenance of water meters is largely a matter of inspection, testing and cleaning. The total cost of repair parts usually represents but a very small proportion of the expense of maintaining meters.
W^here water is furnished through a meter, the meter is generally maintained by the parties furnishing the water, regardless of ownership of meter. In justice to both parties the meter should be maintained as closely as possible to the same degree of accuracy as when received from the manufacturer.
Whenever practical a railroad should standardize its water meters, as this enables employees to so familiarize and perfect themselves in the knowledge of the mechanical construction as to maintain a system of meters at least expense and greatest efficiency.
Hot Water Meters.
A hot water meter is similar in construction to a cold water meter ex- cept that bronze or similar metal is used for discs, etc., instead of vulcan- ized rubber, as the hard rubber used in cold water meters becomes pliable at about 120 degrees Fahr. A hot water meter should not be used in con- tinuous service for either hot or cold water, as the metal working parts wear much more rapidly than in the cold water meter where dissimilar substances come in contact.
The principal use of hot water meters is to measure boiler feed water.
Types of Meters Suitable for Railway Service.
While all types of meters are used successfully in railway water serv- ice, their use may be well confined to two types for general service, namely, the disc and current type of meter.
The disc type of meter is very satisfactory in the smaller sizes and for fairly uniform flow up to three inches. The area of the disc is so great in the larger sizes that they are easily damaged through water ham- mer ; therefore, a current meter should be used for services larger than three inches.
The current or velocity type of meter is designed for the rapid deliv- ery of a large quantity of water, and is a very durable type of meter un- der heavy duty. The water areas are large as compared to the wearing surfaces and the wear is not as great as with other types of meters even when handling muddy or gritty water,
Appendix F
DEFINITIONS OF TERMS USED IN RAILWAY WATER SERVICE
W. C. Harvey, Chairman, Sub-Committee.
Group "A"— Wells
1. Artesian Well. — A well in which subterranean hydrostatic pressure
causes the water therein to rise.
2. Flowing Well. — An artesian well in which the water rises above the
surface of the ground.
3. Driven Well. — One made by driving the casing without strainer and
removing the material inside, or by driving casing with well point and strainer, without the necessity of removing the material.
4. Drilled Well. — One, generally of considerable depth, drilled with a
tool mechanically operated.
5. Well Casing. — The pipe forming the wall of a drilled or driven well.
6. Well Screen. — A device placed in a well designed to admit water
from the surrounding area and exclude sand and other sub- stances therefrom. Generally a slotted or perforated pipe, some- times wound with wire. 7. Intake Well. — Commonly applied to a well for collecting surface supply in an advantageous position for pumping.
Group "B"— Water Tanks
1. Tank Tower. — A structure which supports an elevated tank.
2. Standpipe. — A cylindrical tank without tower, but performing the
same service as an elevated tank.
3. Tank Valve. — The valve controlling the delivery of water from tank
to outlet pipe.
4. Outlet Pipe. — The pipe through which the water is delivered from
tank to spout.
5. Float Valve. — A valve which controls the height of water in tank
by the action of the water raising a float.
6. Frost Box. — A box insulated for protecting pipes against freezing.
Group "C"— Pipe Lines
1. Intake Line.— A line of pipe conveying water by gravity from source
of supply to intake well.
2. Suction Line. — A line of pipe through which a pump draws its
supply.
3. Discharge Line.— A line of pipe through whicJi the water is forced
by the action of the pump.
4. Service Lines. — Pipe lines through which water is distributed.
5. Drop Line. — The vertical line of pipe in a well through which the
water is discharged.
66
VVaterService. 67
Group "D"— Water Columns
I. Water Column. — A mechanical device consisting of valve, vertical
pipe and spout, through which water is controlled and delivered to locomotive tender.
Group "E" — Internal Combustion Engines
1. Internal Combustion Engine. — A prime mover in which the power
is derived from the explosive force of the fuel compressed and ignited in a cylinder, and acting directly against the piston.
2. Two-Cycle Engine. — An internal combustion engine receiving a
power impulse at each revolution.
3. Four-Cycle Engine. — An internal combustion engine receiving a
power impulse at each second revolution.
4. Gasoline Engine. — An internal combustion engine using gasoline,
naphtha or other volatile petroleum products as fuel.
5. Gas Engine. — An internal combustion engine using natural or man-
ufactured gas as fuel.
6. Oil Engine. — An internal combustion engine which is started and
operated on a non-volatile oil of low specific gravity, the fuel being ignited from a surface heated by previous combustion of the fuel.
Group "F"— Water Treatment
1. Incrusting Solids. — Matter in solution or suspension which upon the
application of heat and evaporation of water forms scale.
2. Non-Incrusting Solids. — Matter in solution whose solubility is above
that usually found in boiler water concentrations.
3. Colloidal Matter. — Matter in a state of semi-solution which must
be coagulated before removal by sedimentation or filtration.
4. , Organic AIatter. — Commonly applied to decaying vegetable or animal
matter occasionally encountered in waters.
5. Suspended Matter. — Matter which may be removed by filtration,
coagulation or sedimentation.
6. Filtration. — A mechanical process of removing suspended matter, or
bacteria from water.
7. Aeration. — A process of permeating water with air for the pur-
pose of removing various impurities.
8. Reagent. — A chemical used for the treatment of water.
9. Hardness. — The quality of water due to incrusting solids held in
solution. 10. Permanent Hardness. — Formerly referred to that hardness which remained in water after boiling at atmospheric pressure, but from use it now refers to that hardness due to sulphate and chlorides of calcium and magnesium, which results in forming hard scale.
II. Temporary Hardness. — Formerly referred to that hardness which
was removed from water by boiling at atmospheric pressure, but from use refers to that hardness due to calcium and magnesium carbonates, or bi-carbonates in solution.
68 Water Service
12. Sludgk. — The precipitate resulting from chemical treatment, coagu-
lation or sedimentation.
13. fNTiiUMrrrENT Water Tre.\ting Plant. — One so designed that the
water is pumped alternately into two or more treating tanks and there retained until chemical reaction and precipitation are complete.
Group "G" — Equipment
1. Reciprocating Pump. — One in which the piston or plunger alter
nately draws the water in and discharges it from the cylinder.
2. SiNGLE-AcTiNG PuMP. — One in which one end of the plunger or pis-
ton only acts on the fluid column.
3. DouHLE-AcTiNG PuMP. — One in which the plunger or piston acts
upon the fluid column both on the forward and return stroke.
4. Piston Pump. — One in which a finished cylinder is closely fitted with
a reciprocating piston and forces a volume of water varying with the area of piston and the stroke.
5. Plunger Pump.- — One ir which the reciprocating part is a plunger
which enters the cylinder through packing glands and displaces a volume of water equal to the volume of the plunger entering the cylinder.
6. Rotary Pump. — One in which the liquid is transferred by catching
it between the pump case and revolving impellers which fill the cross-section of the pump case.
7. Centrifugal Pump. — One in which the force necessary to discharge
the water is derived from the velocity of revolving impellers.
8. Air Lift. — An installation for introducing air into the column of
•water in a well, thereby causing it to rise.
9. Working Barrel. — The metal tube fastened to the lower end of the
drop line which contains the valves and piston.
10. Pump Rods. — The line of rods which connect the piston in the work-
ing barrel with the power head.
11. Power Head. — A machine placed over a well connected to the power
and which, by means of the pump rods, operates the piston in the working barrel.
Group "H"— Rainfall, Reservoirs, Etc.
1. Evaporation. — The process by which water is changed from the liquid
to the gaseous state.
2. Precipitation. — Condensed atmospheric moisture.
3. Runoff. — Precipitation less losses due to evaporation, transpiration
and seepage.
4. Percolation. — The act of water descending from the ground surface.
5. Transpiration. — The emission of vapor from plant surface.
6. Interception. — That part of the precipitation prevented from reach-
ing the ground.
7. Water Table. — The underground water level.
8. Seepage. — Water escaping through the ground into streams.
Appendix G
PLANS AND SPECIFICATIONS FOR TYPICAL WATER STA- TION LAYOUTS.
C. R. Knowles, Chairman, Sub-Committee.
The Committee prepared fifteen plans showing different track layouts as follows:
(1) Typical plans for engine terminals, as follows:
1 — Single track arrangement, coal chute near engine house. 2 — Single track arrangement, cinder pit near engine house. 3 — Double track arrangement, coal chute near engine house. 4 — Double track arrangement, cinder pit near engine house. 5 — Three track arrangement, cinder pit near engine.
(2) Typical passenger station layouts, as follows:
6 — Single track arrangement.
7 — Double track arrangement.
8 — Double track arrangement at street crossing.
(3) Typical track layouts, as follows :
9 — Single track arrangement. 10 — Double track arrangement.
11 — Typical double track layout with an intermediate. 12 — Typical four track layout. 13 — Typical six track layout. 14 — Typical junction track layout. 15 — Typical yard track layout.
Copies of these plans were sent to the several members of the Com- mittee on Yards and Terminals and Committee on Economics of Railway Operation, as well as some twelve or fifteen other members of the Asso- ciation.
Six plans were returned with location of water facilities indicated thereon. The locations as given have been incorporated in one set of these plans, each location being shown by a different color.
There is some difference of opinion as to the proper location of these water facilities. It is felt that the Committee will be able to fix a definite location from the information submitted.
The proper location of facilities for delivering water to locomotives is one of the most important features in the economical handling of power. Strictly speaking no two layouts may be identical, even though the track layout may be the same in one location as another it does not follow that the water facilities may be duplicated as the movement of trains and engines may be such that an ideal arrangement of water facilities at one point will be entirely inadequate or poorly arranged for another.
At engine terminals they should be so arranged that engines may take water without any switching or back-up movement and where possible convenient to sanding and coaling facilities. As a general thing engines will require water only when leaving the house, but it is sometimes neces- sary to provide water for incoming engines where they have to stand for some time before reaching the table. The facilities will also have to be
69
70 WaterService
located with due regard for the time they arc held for their train and in event they are held on storage track for any considerable length of time it may be necessarj' to provide additional water columns for giving them water the second time to avoid blocking engine house lead.
Water columns serving yard engines should be so located that they will not interfere with the movement of road engines handling trains, or with the movement of engines to or from the house. This is particularly true of points where engines are allowed to remain "on the spot" near water column after taking water during noon hour.
The following suggestions are ofifered, gathered from information obtained from the Committee on Economics of Railway Operation:
(1) Water stations should preferably be located on tangents so that there will be a sufficient length of tangent approach to enable approaching trains to have sufficient braking distance in which to bring train to a stop before colliding with any train that may be taking water.
(2) When possible, standpipes should be so located as to permit passenger trains taking water while doing station work; and freight trains, while on sidings.
(3) The volume of water discharged with a given pressure varies as the square of the diameter of the spout, and when time is an object the water column should not be less than 12 inches.
(4) Standpipes should be located preferably at points (due weight being given to other requirements) where engines or trains will not stand foul of switches, crossovers, or other tracks while taking water.
(5) The advantages of locating water facilities adjacent to coal stations are, operating economies possible from the unification and ability of locomotives taking coal and water with one stop.
The disadvantages are, necessity for passenger trains making two stops for water and coal.
The same thing applies to passenger trains taking water at regular station stops and at points where freight trains stop for orders. In any given case the local conditions would have to be takf^n into considera- tion before deciding which of the two alternatives should be adopted.
(6) Water stations should be located at points where trains can stop and start without difficulty.
Appendix H
SPECIFICATIONS FOR WOODEN WATER TANK 50,000 Gallons Capacity
C. R. Knowles, Chairman, Sub-Committee. Material.
1. The tank, consisting of staves and bottom plank, shall be made of cypress, redwood, white pine, or such other timber as may be specified by the Engineer, and shall be sound, straight-grained, sea- soned, out of wind, free from shakes, season checks, sap, pitch pockets or streaks, splits, rot, deadwood, unsound knots, loose knots, knots in clusters and large knots extending through the material. Small, loose or unsound knots may be bored out if the holes are thoroughly plugged with the same material as the tank. Material having knots in the edges will not be accepted. No plugs will be permitted within twelve (12) inches of the croze and no stave shall have more than one plug.
Size.
2. The tank shall be twenty-four (24) feet in diameter (inside measurement) and fifteen (15) feet eleven (11) inches high. (The height of tank to be the length of finished stave.)
Shape.
3. The tank shall be cylindrical the same diameter at top and bottom.
Bottom.
4. The bottom plank shall be eight (8) to twelve (12) inches wide and three (3) inches thick jointed two edges, with three (3) inch chamfer. All pieces shall be full length without splicing. Tlie bottom shall be cut to the true circle of the tank and the planks marked and numbered to indicate their correct position when the bottom is laid.
Staves.
5. The staves shall be six (6) to eight (8) inches wide, and fifteen (15) feet eleven (11) inches long, of uniform width throughout with finished thickness of two and three-quarter (2^) inches at edges of stave, the outer side of stave shall be surfaced to the true circle of the tank and edges accurately planed or sawed on radial lines from center of tank. The croze in each stave shall be four (4) inches in the clear from the end of the stave, the croze to be two and five- eighths (2§^) inches wide with a five-eighth (§^) inch gain and shall be accurately cut to fit true circle of bottom.
General.
6. (a) The tank shall be framed and jointed in such a manner that all joints maj' be made watertight without the use of any foreign material.
71
72 WaterService.
(b) The staves and bottom plank shall be fitted in a workman- like manner before shipment, each piece plainly marked to indicate its proper position in the tank.
(c) At least one additional stave shall be shipped with each tank to provide against possible shrinkage or damage.
(d) To facilitate erection the staves may be provided with dowels placed one-third of length of stave from top, dowels to be three- quarter (^) inch in diameter and of same material as stave.
SPECIFICATIONS FOR WOODEN WATER TANK 100,000 Gallons Capacity Material.
1. The tank, consisting of staves and bottom plank, shall be made of cypress, redwood, white pine, or such other timber as may be specified by the Engineer, and shall be sound, straight-grained, seasoned, out of wind, free from shakes, season checks, sap, pitch pockets or streaks, splits, rot, deadwood, unsound knots, loose knots, knots in clusters and large knots extending through the material. Small, loose or unsound knots may be bored out if the holes are thoroughly plugged with the same material as the tank. Material having knots in the edges will not be accepted. No plugs will be permitted within twelve (12) inches of the croze and no stave shall have more than one plug.
Size.
2. The tank shall be thirty (30) feet in diameter (inside measure- ment) and nineteen (19) feet eleven (11) inches high. (The height of tank to be the length of finished stave.)
Shape.
3. The tank shall be cylindrical, the same diameter at top and bottom.
Bottom.
4. The bottom plank shall be eight (8) to twelve (12) inches wide and three (3) inches thick jointed two edges with three (3) inch chamfer. All plank twenty-four (24) feet or less in length shall be full length without splicing. Plank more than twenty-four (24) feet in length may be made in two pieces to be joined together by means of an iron tongue with suitable slots sawed in the ends of plank to receive the tongue, the tongue to be one-eighth (Yg) inch in thickness, six (6) inches long and the full width of stave. The bottom shall be cut to the true circle of the tapk and the planks marked and num- bered to indicate their correct position when the bottom is laid. Staves.
5. The staves shall be six (6) to eight (8) inches wide and nine- teen (19) feet eleven (11) inches long, of uniform width throughout,
WaterService. 73
with finished thickness of three (3) inches at edge of stave. The outer side of stave shall be surfaced to the true circle of the tank and edges accurately planed or sawed on radial lines from center of tank. The croze in each stave shall be four (4) inches in the clear from the end of the stave, the croze to be two and five-eighths (2?^) inches wide with a five-eighth (^^) inch gain and shall be accurately cut to lit true circle of bottom.
General.
6. (a) The tank shall be framed and jointed in such a manner that it may be made watertight without the use of any foreign mate- rial.
(b) The staves and bottom plank shall be fitted in a workman- like manner before shipment, each piece plainly marked to indicate its proper position in the tank.
(c) At least one additional stave shall be shipped with each tank to provide against possible shrinkage or damage.
(d) To facilitate erection the staves may be provided with dowels placed one-third of length of stave from top; dowels to be three- quarter (54) inch diameter and of same material as stave.
74
Water Service.
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WaterService. 75
Specifications for Wooden Water Tanks.
The original instructions to the Committee were to prepare plans and specifications for three sizes of wooden tanks, namely, 50,000, 75,000 and 100,000 gallons capacity, and while the instructions were not specific, it was assumed that it was the intent to include the entire structure.
After reviewing the work of former Committees it was thought wise to confine the report to the tub and hoops only, and this was agreed to by the Standardization Committee at Toronto, September 16th. Attention was called to the fact that the cost of a 100,000- gallon tank was only about ten per cent, more than the cost of a 75,000-gallon tank. The instructions were modified accordingly and Committee instructed to make report on 50,000 and 100,000-gallon tanks only.
The plan and specifications presented herewith were prepared after a study of every available tank design, and it is felt that it embodies the best features of modern practice. The present practice of building 16 ft. by 24 ft. and 20 ft. by 30 ft. tanks has been followed as closely as possible in order to avoid any radical change in design that might afifect the design or construction of tower and foundation.
To secure the capacity specified it was necessary to maintain the full inside diameter of 24 and 30 feet, while the height of tank is the length of finished stave. After allowing 7 inches for chime and bottom and 6 inches for variation between the maximum water level and the outlet level, the net capacity of a 16 ft. by 24 ft. tank will be 50,300 gallons, and that of a 20 ft. by 30 ft. tank 99,830 gallons.
The cylindrical tank was accepted rather than the tapered tank, as there is no advantage in the latter design, while it is more expen- sive to frame and requires hoops of varying lengths, whereas every hoop is the same length on a cylindrical tank. The argument has been presented that a taper was necessary in a wooden tank to pre- vent the hoops slipping down. If this be true, it is useless to specify the limits of the fiber stress on hoop.
A minimum width of 8 inches for bottom plank and 6 inches for staves has been established in order to limit the number of joints in the tank and minimize the possibility of leakage through joints, while the maximum width of stave is fixed at 8 inches to insure a more uniform bearing of hoops, avpid possible warping or twisting of stave and waste of material in surfacing outside of stave to the radius of tank.
A hoop round in cross-section is recommended after a very careful study of hoop design. The round hoop is readily inspected, as 90 per cent, of the hoop is exposed, any deterioration may be detected and practically the whole surface of the hoop may be painted.
76 WaterService.
A popular theory has been that the round hoop would crush the fiber of the wood and induce decay; also that dirt, cinders and mois- ture would accumulate in the recess formed by the upper part of the hoop.
An examination of several tanks equipped with round hoops (two sets having been in service for ten years and one set in use thirty-one years) failed to support this theory as there was no crushing of the wood and no accumulation on top of the hoop.
The hoops must be bent in the shop so that they will fit closely to the staves all around the tank.
It may not be amiss to include a few remarks on erection and manufacture of tanks.
Beginning at one end of a bottom plank, drive the staves on in their places, being careful to stagger the stave joints with the bottom joints not less than one inch; that is, do not have a vertical stave joint come directly over a place where two bottom planks are joined. Get the crozing square on the bottom before driving and set staves in position between the lines. Drive the edges of staves tightly together.
Before putting on staves arrange the hoops for immediate use. After all staves have been placed in position, begin putting on the hoops, placing lugs as shown on plan. Do not place lugs one above another, as this would bring too great a strain at one point on the tank, making the tank flat or out of round where the lugs meet.
In drawing up hoops on tank, take a heavy hammer or tank maul and strike the hoops a sharp blow at different points. This will start the hoops towards the lugs and equalize the tension around the tank.
When a tank has been exposed for some time after completion before erection, put in a little water at a time, expanding it in this way. In the erection of large tanks wet the inside of tank frequently for a day or two before filling. This can be done with a pail and a broom, or with a few inches of water in the bottom of the tank, using a broom to spatter the sides.
Judgment should be exercised in not putting up the tank on an extremely windy day. It is a good plan to begin setting the staves on the windward side so that the convex surface may be presented to the wind when the tank is partly erected, rather than the concave pocket, which ofifers greater resistance to the wind.
Staves should be held together at top by means of staples or dogs, or tacked together with laths or strips until after the hoops are put on the tank. A common method is to use a light rope around the oiltside of staves near the top fastened to the staves by means of common fence staples to hold each stave in place as it is erected. Tanks should not be left overnight without a number of hoops in place. For that reason it is a good plan to start driving on the staves of a large tank in the morning, in order to provide time to get the
VVaterService. ^^
work sufficiently advanced to leave it in a safe condition before nightfall.
In no case should wedges or calking material be driven into a joint, as this only serves to open it wider or spring the joint at some other place.
In setting up the nuts on the hoops, special care should be taken that they are not set up so tight that a heavy initial stress is put on the hoops.
At least one extra stave should be sent with each tank, because an extra piece may be needed to complete the tank on account of shrinkage. The last stave should be fitted into place by jointing off to size required.
The tank must not be exposed to the weather before it is set up and pipe connections should be made promptly after setting up so that the "tank may be filled as soon as possible.
Tanks should be painted on the outside and ends of staves and bottom planks. The hoops should be painted first with red lead.
Tank must be made absolutely watertight without the use of any calking or lining material.
The weight of the tank must be supported entirely from its bottom, and in no event should any weight come on bottom of staves.
The stave jointing, as well as the other operations in a machine- made tank, are done by special machinery. In jointing the staves, they are held in place by clamps on long traveling tables in the same position they will have when in place in the finished tank. This insures uniform bearing of the stave joints throughout both the length and thickness of the staves. The outside of the stave is surfaced convex and should have a true radius of the diameter of the tank so that the hoops will have a bearing throughout the width of each stave, regardless of what its width may be. Thus, the hoop should be in contact with an 8-inch stave for the full width the same as with a stave 6 inches wide. The crozing of the staves to receive the bottom is also done by special machinery. The stave is hung in a swinging frame which travels in an arc corresponding with the diameter of the tank so that when the croze is cut it is circular in shape and will be completely filled by the circle of the tank bottom when the stave is well driven up.
The tank bottom should be carefully laid out. It is then scribed and cut to circle, dressed and chamfered and the planks marked and numbered consecutively. The staves are then put on the tank and driven up, making the complete tank ready for the hoops. This enables the inspector to examine the tank carefully from the inside as well as the outside for possible defects in the lumber that may have escaped the timber inspector and the machine operators. There are virtually four inspections of the timber before it is shipped, and
78
Water Service,
the possibility of inadvertently overlooking a defective stave or bottom plank is remote.
SPECIFICATIONS FOR TANK HOOPS Material.
1. (a) Hoops are to be made of the best refined double rolled wrought-iron, tough, fibrous and uniform in character; free from blisters, cinder spots, flaws, or imperfect edges, and must be thor- oughly welded during rolling.
(b) Test specimens of uniform sectional area of at least one-half of a square inch for a length of ten inches shall show an ultimate strength of 52,000 lbs. per square inch, and an elastic limit of not less than 26,000 lbs. per square inch, and an elongation of twenty per cent, in a distance of eight inches.
(c) Full-size test pieces shall stand bending cold by blows of a hammer 180 degrees, and close down upon themselves without sign of fracture. All material will be subjected to inspection, and the Con- tractor shall furnish all test specimens and facilities for making tests at' his sole cost and expense.
Shape.
2. Hoops to be round in cross-section the same size throughout and shall be bent to a true radius to fit the tank.
Size.
3. To be of such a size and so spaced that the stress shall not exceed 12,500 lbs. per square inch, when computed from area at base of thread. No hoop less than three-quarter (^) inch diameter to be used.
Note. — Following table gives proper working strength for hoops of common sizes, based on the above allowable stress :
|
Diameter of |
Area |
of |
Net Area of |
Safe |
|
|
Round Rod, |
Section o. |
f Rod, |
Root of Thread, |
Working Load, |
|
|
Inches. |
Square Inch. |
Square Inch. |
Pounds. |
||
|
V4 |
.44 |
.30 |
3,750 |
||
|
% |
.60 |
.42 |
5,250 |
||
|
1 |
.79 |
.55 |
6,875 |
||
|
1^8 |
.99 |
.69 |
8.625 |
||
|
Spacing. |
|||||
|
4. Spacing |
of hoops |
1 to be |
figi |
jred by the following formula: |
|
|
Spacing of |
hoops in |
inches |
Safe load for |
given hoop in lbs. |
2.6 diameter (ft.) X depth, * (ft.) *Note. — Depth refers to distance from top of stave to point where hoop is to be located.
WaterService. 79
Top hoop to be placed within two inches of top of staves. No space between hoops to exceed 21 inches. Hoops to be so placed that lugs will not come in a vertical line.
On account of the swelling of the tank bottom the hoops near the bottom may be subjected to a strain greater than that due to the water pressure alone, therefore additional hoops should be provided. Two hoops of the size used next above it should be placed around the bottom opposite the croze, one of which shall not be considered as withstanding any water pressure.
Threads.
5. The ends of each section of hoop shall be threaded with U. S. standard thread for length of four and one-half (4j^) inches.
Nuts.
6. Each end of each section shall be provided with two (2) hexagon nuts tapped to fit the thread on hoop.
Lugs.
7. The lugs shall be of standard pattern, at least eight (8) inches long and as strong as the hoop; they shall preferably be made of malleable iron, but castiron may be used if approved by the Engineer.
General.
8. Each hoop shall be made in three (3) sections for sixteen by twenty-four (16 ft. by 24 ft.) foot tanks and in four (4) sections for twenty by thirty (20 ft. by 30 ft.) foot tanks.
The several pieces constituting one hoop shall be tied together for shipment.
All pieces shall be furnished in full lengths, unwelded, and must not varj' from the lengths given on order more than one-half (J.'^) inch.
REPORT OF COMMITTEE VIII— ON MASONRY
J. J. Yates, Chairman; Job Tuthill, Vice-Chairman;
J. T. Andrews, M. S. Ketchum,
R. Armour, W. M. Kinney,
G. E. Boyd, W. S. Lacher,
T. L. CoNDRON, A. E. Owen,
L. N. Edwards, W. M. Ray,
W. K. Hatt, F. E. Schall,
L. J. HOTCHKISS, Z. H. SiKES,
Richard L. Humphrey, C. C. Westfall,
Noah Johnson, Committee.
To the American Railn'ay Enginecriny Association:
Your Committee on Masonry submits its reports for the year 1919. The subjects assigned by the Board of Direction for report and the sub-committees appointed by the Chairman were as follows :
1. Make critical examination of the subject-matter in the Manual and submit definite recommendations for changes.
Sub-Committee 1: — A. E. Owen, Chairman; M. S. Ketchum, Z. H. Sikes.
2. Revise the specifications for plain and reinforced concrete and for steel reinforcement.
Sub-Committee 2: — J. J. Yates, Chairman; Job Tuthill, Vice-Chair- man; G. E. Boyd, T. L. Condron, W. K. Hatt, W. M. Kinney, W. S. Lacher, A. E. Owen, F. E. Schall.
3. Report on different methods of depositing concrete under water. Sub-Committee 3 : — G. E. Boyd, Chairman ; W. M. Ray, C. C. West- fall.
4. Report on disintegration of concrete, and corrosion of reinforcing materials in connection with the use of concrete in sea water.
Sub-Committee 4 : — F. E. Schall, Chairman ; J. T. Andrews, R. Ar- mour, Richard L. Humphrey, Z. H. Sikes.
5. Prepare specifications for slag aggregate. Sub-Committee 5 : — W. S. Lacher, Chairman ; Noah Johnson.
6. Report on (1) the effect upon the strength and durability of con- crete not having a sufficiency of moisture present throughout the period of hardening, as compared with concrete fully supplied with moisture; (2) methods for providing moisture during this period; (3) remedy for con- crete hardened with insufficient moisture.
Sub-Committee 6: — W. M. Kinney, Chairman; Noah Johnson, L. N. Edwards.
7. An investigation of the distribution of loads through ballast, and embankments, as affecting the design of masonry structures.
Sub-Committee 7: — Job Tuthill, Chairman; M. S. Ketchum, W. M.
Ray.
81
(4)
82 Masonry,
8. Report on methods of conveying and depositing concrete.
Sub-Committee 8 : — T. L. Condron, Chairman ; L. J. Hotchkiss, C. C. Westfall, L. N. Edwards.
Special Joint Committee, composed of two members each of the American Society of Civil Engineers, American Society for Testing Ma- terials, American Concrete Institute, American Concrete Pipe Association, American Railway Engineering Association, to "Prepare Specifications for Concrete Pipe."
The members of this Association assigned by the Board of Direction were Job Tuthill and A. F. Robinson.
Committee Meetings
The following meetings of the full Committee were held: Chicago, April 21, 1919. Buffalo, September 12 and 13, 1919. Chicago, November 7 and 8, 1919. Chicago, November 29, 1919. In addition, Sub-Committee 2, composed of the Chairmen of all the sub-committees, held a meeting at Chicago on June 6, 1919, and a number of other meetings were held by each of the sub-committees.
Reports
The Committee presents reports on Subjects 1, 2, 3, and 5, Subject 5, and a portion of 3 being included in the report on Subject 2.
Progress has been made on the reports on the other subjects assigned, but owing to the time of the Committee being largely given to Subject 2, consideration and reports on Subjects 4, 6, 7, and 8 were deferred until next year.
Conclusions
Your Committee recommends the following action be taken on its report :
1. That the revision of the Manual, given in Appendix A, be ap- proved.
2. That the "Specifications for Plain and Reinforced Concrete and Steel Reinforcement" be withdrawn from the Manual, and the "Specifica- tions for Concrete, Plain and Reinforced," given in Appendix B, substi- tuted.
3. That the "Specifications for Billet-Steel Concrete Reinforcement Bars," given in Appendix B, be "adopted and published in the Manual.
4. That the matter headed "Methods of Depositing Concrete Under Water" be withdrawn from the Manual and the recommendations given in Appendix C under a similar heading substituted.
Suggestions for Future Work
Prepare specifications governing the design of concrete and rein- forced concrete structures.
Continue Subjects 4, 6, 7, and 8. Appoint five members to represent the Association on "Joint Committee for Concrete and Reinforced Con- crete." Continue representation on "Joint Committee for Concrete Pipes."
Masonry. 83
This Association appears in the year book of the American Society for Testing Materials as represented on Committee C-1 by five mem- bers or former members of the Masonry Committee. It is recommended that the true status of this representation be ascertained, and if it is found desirable to continue such representation, that instructions be issued governing such representation.
Respectfully submitted,
The Committee on Masonry,
T. J. Y.-VTES, Chairman.
Appendix A
(1) REVISION OF MANUAL. A. E. Owen, Chairman, Sub-Committee.
Your Committee has reviewed the subject-matter in the Manual, and recommends the following omissions, revisions and additions to the defi- nitions on pages 247 to 252, inclusive, and page 292 of the 1915 Manual:
Omissions
Omit "Classification of Masonry," page 247. Omit the following definitions :
Page 247 — "Masonry, Bridge and Retaining Wall." "Masonry,
Culvert." Page 248 — "Brick." "Puzzolan Cement, as made in North
America." Page 250— "Face." "Facing." Page 292— "Monolith of Concrete."
Revisions
Page 248— "Cement."— Omit the word "Puzzolan." Change word "three"
to "two."
"English Bond."— Add after the word "each" the word "alternate." Page 249 — "Abutment." — Add the word "generally" after the word
"and." Omit the last sentence reading— "The abutment of an arch
is commonly called a bench wall." Page 249 — "Backing." — Omit the last sentence reading, "It is usually of
& cheaper grade of work than the face." Page 250 — ^"Grout" (noun).— Substitute the following definition: "The
material resulting from mixing cement and water, or cement, sand
and water, to a fluid consistency." Page 251 — "Laitance." — Substitute the following definition : "A film or
layer consisting principally of the finer cement particles which jise to
the surface during the placing of the concrete." Page 252 — "Masonry." — General Definition : Omit the first paragraph.
Add the following paragraph after the second paragraph now in the
Manual : "In usual practice, the word 'masonry' is qualified by some
proper term to more particularly describe the masonry under consid- eration, such as stone, concrete, brick, etc."
Additions Aggregate. — The inert material used in making concrete. Fine Aggregate. — The finer inert material used in making concrete, usu- ally considered to include that material passing a sieve having four meshes per linear inch. Sand. — The finely divided material, generally of a siliceous nature, result- ing from the reduction of rock by natural forces to the size included under fine aggregate.
84
Masonry. 85
Stone Screenings. — Crushed natural rock of sizes defined under "Fine Aggregate."
Coarse Aggregate.- — The coarser inert material used in making concrete, usually considered to include that material which is retained on a sieve having four meshes per linear inch. The upper limit of its size depends on various conditions, but it seldom exceeds three inches.
Crushed Stone. — Crushed natural rock of sizes defined under "Coarse Aggregate."
Crushed Slag. — Air-cooled, blast-furnace slag of sizes included under "Coarse Aggregate."
Gravel, Bank-Run Gravel, — Normal product of a gravel bank, including pebbles and sand in varying proportions.
Crusher-Run Rock. — The unscreened output of the stone crusher.
Construction Joint. — A joint or break between successive deposits of concrete usually to facilitate construction.
Expansion Joint. — A joint or break in the mass concrete to provide for expansion.
Mixer-Batch. — A machine for mixing concrete in separate batches as dis- tinguished from concrete mixed by a continuous mixer.
Pre-mixed Aggregate. — A mixture of fine and coarse aggregate.
Stand.\rd Sand. — A natural sand from Ottawa, 111., screened to pass ' No. 20 sieve, and retained on a No. 30 sieve.
Appendix B-1 (2) SPECIFICATIONS FOR PLAIN AND REINFORCED CON- CRETE, AND FOR STEEL REINFORCEMENT. J. J. Yates, Chairman, Sub-Committee.
The demand for a revised specification has been so urgent that the energies of the Committee have been practically confined to this subject. The specifications as herewith presented cover materials and construction onlj^ and leave for future study and consideration the design of concrete and reinforced concrete ."Structures. The two subjects could not be satis- factorily covered in this year's work.
The Committee found that a large amount of preliminary work had been done since the report of the "Joint Committee on Concrete and Re- inforced Concrete." The Committee issued a questionnaire calling for specifications of the various railroad systems and obtained a large num- ber of answers comprising the greater mileage of the railroads of North America.
A review of the answers received to the questionnaire indicates clearly that the majority of the railroads are not using the specification for re- inforcement that appears in the Manual, but are using the specification of the American Society for Testing Materials in whole or with a few reservations. It was the unanimous opinion of the Committee that this latter specification was a better one from a commercial standpoint, and with a few reservations, was the best that could be recommended to the Association. The Committee realized that to evolve a new specification would require a large expense for tests and researches, which the Asso- ciation was not prepared to finance.
The objections found to the present specifications of the Association for steel reinforcement were its incompleteness, and the difficulty of ob- taining steel to meet some of its requirements. Omitting the cold bend test of 180 degrees flat for structural steel grade under 1 inch in thick- ness, which is a requirement of such a severe nature as to make it difficult and expensive of fulfillment, the proposed specifications assure us better and less expensive material than those now in the Manual.
In view of the fact that a new "Joint Committee on Concrete and Reinforced Concrete" is about to be formed, of which this Association will be one of the five Societies participating, the Committee considered the postponement of its report. Owing, however, to the need of a revised specification for the new Manual, and to the demand for these specifi- cations at the present time and also the amount of work that has been done towards securing these specifications both by this Committee and others, it seemed to the Committee it would be a mistake to postpone their presentation for at least two years, which, we believe, is the earliest date that a report of the Joint Committee can be placed before the Con- vention.
86
Masonry. 87
The Committee presents the following "Specifications for Concrete, Plain and Reinforced," and asks that they be accepted and printed in the Manual in place of the "Specifications for Plain and Reinforced Concrete and Steel Reinforcement," as they appear in the 1915 Manual, pp. Nos. 281 to 289:
SPECIFICATIONS FOR CONCRETE
PLAIN AND REINFORCED
Materials Cement.
1. The cement shall meet the requirements of the American Rail- way Engineering Association's "Specifications for Portland Cement." It shall be stored in a weather-tight structure with the floor raised not less than one foot from the ground in such a manner as to permit easy access for proper inspection and identification of each shipment. Cement that has hardened or partially set shall not be used.
Fine Aggregate.
2. (a) The fine aggregate shall consist of sand, crushed stone or gravel screenings, graded from fine to coarse, and passing when dry, a screen having holes one-quarter (%) inch in diameter. Not more than twenty-five (25) per cent, by weight shall pass a No. 50 sieve, and not more than six (6) per cent, a No. 100 sieve when screened dry, nor more than ten (10) per cent, dry weight shall pass a No. 100 sieve when washed on the sieve with a stream of water. It shall be clean and free from soft particles, mica, lumps of clay, loam or organic matter
(b) The fine aggregate shall be of such quality that mortar briquettes made of one ( 1) part of Portland Cement and three (3) parts of the fine aggregate by weight shall show a tensile strength, after an age of seven ( 7) days, not less than the strength of briquettes of the same age, made of mortar of the same consistency in the proportion of one (1) part of the same cement to three (3) parts of standard Ottawa Sand.
Coarse Aggregate.
3. The coarse aggregate shall consist of gravel or crushed stone, which, unless otherwise specified or called for on the plans, shall, for plain mass concrete, pass a screen having holes two and one-quarter (2J4) inches in diameter, and for reinforced concrete a screen having holes one and one-quarter (1%) inches in diameter; and be retained on a screen having holes one- fourth {%) inch in diameter, and shall be graded in size from the smallest to the largest particles. It shall be clean, hard, durable and free from all deleterious matter ; coarse aggregate con- taining dust, soft or elongated particles shall not be used.
Stone for Rubble or Cyclopean Concrete.
4. These stones shall be of good quality, clean, dense and hard, with- out seams and having sharp edges. They shall not be smaller than of a size known as "one man stone."
88 M a g o n r y .
Slag.
5. Provided the contract specifically permits the use of crushed slag as a coarse aggregate, it shall be air cooled, blast furnace slag, con- forming to all the requirements for coarse aggregate specified in Para- graph 3. The crushed slag shall weigh not less than seventy (70) lbs. per cubic foot, and shall be obtained only from such banks as have the ap- proval of the Engineer. All slag used shall have seasoned in the bank for a period not less than one (1) year, unless in the opinion of the En- gineer a shorter period is sufficient.
Water.
6. The water shall be free from oil, acid and injurious amounts of vegetable matter, alkalies or other salts.
Steel Reinforcement.
7. (a) All structural steel shapes used for reinforcing shall con- form to the requirements of the American Railway Engineering Asso- ciation's "Specifications for Steel Railroad Bridges."
(b) All steel rods or bars used for reinforcing shall conform tc the requirements of the American Railway Engineering Association's "Specifications for Billet-Steel Concrete Reinforcement Bars."
Proportioning Unit of Measure.
8. The unit of measure shall be the cubic foot. Ninety-four (94) lbs. (one (I) sack or one-fourth (54) barrel) of cement shall be assumed as one ( 1 ) cubic foot.
Proportions.
9. (a) The proportions of the materials shall be in accordance with the plans, or detailed specifications, or schedule governing the work. When not otherwise specified, the proportions by volume shall be as fol- lows: (See 8, 10.)
Fine Coarse
Class. Use. Cement. Aggregate. Aggregate.
A Reinforced concrete — Concrete de- posited under water 12 4
B Mass concrete in forms 1 2J^ 5
C Foundation 1 3 6
(b) Rubble or cyclopean concrete, when permitted by the contract, shall be either Class "B" or Clasji "C" concrete, having embedded in it large stones.
(c) For any given class of concrete, the relative proportion of cement to fine aggregate shall not be modified. The relative proportion of fine to coarse aggregate shall be modified, if necessary, during the progress of the work, so as to obtain the maximum density. (See 9a.)
Masonry. 89
Measuring Proportions.
10. The various ingredients, including the water, shall be measured separately, and the methods of measurement shall be such as to invariably secure the proper proportions. The fine and coarse aggregate shall be measured loosely as thrown into the measuring receptacle. (See 8, 9a.)
Consistency.
11. The quantity of water used in mixing shall be the least amount that will produce a plastic or workable mixture which can be worked into the forms and around the reinforcement. Under no circumstances shall the consistency of the concrete be such as to permit a separation of the coarse aggregate from the mortar in handling. An excess of water will not be permitted, as it seriously affects the strength of the concrete, and any batch containing such an excess will be rejected.
Premixed Aggregate.
12. (a) Provided the contract specifically permits, premixed aggre- gate maj' be used instead of separate fine and coarse aggregates. Fre- quent tests shall be made to determine the relative proportions of fine and coarse aggregates, and if these proportions are unsatisfactory to the Engineer, or so irregular as to make it impracticable to secure a properly proportioned concrete, he may reject the material, or require that it be screened and used as separate fine and coarse aggregates.
(b) The proportion of the cement to the fine aggregate shall at no time be less than that specified for the classes of concrete where sepa- rate aggregates are used. (See 9a.)
Forms Materials.
13. (a) The forms shall be of wood or metal, and shall conform to the shape, lines and dimensions of the concrete as called for on the plans. Form lumber used against the concrete shall be dressed on one side and both edges, to a uniform thickness and width, and shall be sound and free of loose knots.
(b) For all exposed edges, corners or other projections of the con- crete, suitable moldings or bevels shall be placed in the angles of the forms to round or bevel the edges of the concrete.
Workmanship.
14. (a) The forms shall be well built, substantial and unyielding, and made sufficiently tight to prevent leakage of mortar and voids in the concrete. They shall be properly braced or tied together by rods, bolts or wires. Metal braces or ties shall be so arranged that when the forms are removed, no metal shall be within one (1) inch of the face of the finished work.
90 M a s o n r V .
(b) The face forms shall be securely fastened to the studding or uprights in horizontal lines.
(c) Any irregularities in the forms which may mar the exposed surface of the concrete shall be removed or filled.
Inspection.
15. Where necessary, temporary openings shall be provided at the base of the forms to facilitate cleaning and inspection directly before placing concrete. (See 23b.)
Oiling.
16. The inside of the forms shall generally be coated with raw paraffin or other non-staining mineral oil ; or thoroughly wet with water, except in freezing weather. (See 23b.)
Removal of Forms.
17. The forms shall not be removed until authorized by the Engi- neer.
Reinforcement Placing Reinforcement.
18. Reinforcing steel shall be cleaned of all mill and rust scales before being placed in the forms. All reinforcement shall be placed in its proper position as required by the plans and securely wired or fastened in place, well in advance of the concreting, and shall be inspected and approved by the Engineer before any concrete is deposited. (See 23b.)
Splicing Reinforcement.
19. Wherever it is necessary to splice the reinforcement otherwise than as shown on the plans, the character of the splice shall be decided by the Engineer on the basis of safe bond stress and the stress in the re- inforcement at the point of splice. Splices shall not be made at points of maximum stress.
Mixing Machine Mixing.
20. (a) All concrete shall be mixed by machine (except when under special conditions the Engineer permits otherwise), in a batch mixer of an approved type, equipped with suitable charging hopper, water storage and a water measuring device which can be locked.
(b) The ingredients of the concrete shall be mixed to the required consistency and the mixing continued not less than one and one-half (V/2) minutes after all the materials are in the mixer, and Ijcfore any part of the batch is discharged. The mixer shall be completely emptied before receiv- ing materials for the succeeding batch. The volume of the mixed material used per batch shall not exceed the manufacturers' rated capacity of the drum. (See 11.)
Hand Mixing.
21. When it is permitted to mix by hand, the mixing shall be done on a watertight platform of sufficient size to accommodate men and ma-
Masonry. 91
terials for the progressive and rapid mixing of at least two batches of concrete at the same time. The batches shall not exceed one-lialf C/j) cubic yard each. The materials shall be mixed dry until the mixture is of a uniform color, the required amount of water added, and the mixing continued until the batch is of a uniform consistency and character throughout. Hand mixing will not be permitted for concrete deposited under water. (See 11.)
Retempering.
22. The retempering of mortar or concrete which has partially hard- ened; that is, remixing with or without additional materials or water, will not be permitted.
Depositing General.
23. (a) Before beginning a run of concrete, all hardened concrete or foreign materials shall be completely removed from the inner surfaces of all conveying equipment.
(b) Before depositing any concrete, all debris shall be removed from the space to be occupied by the concrete, all steel reinforcing shall be secured in its proper location, all forms shall be thoroughly wetted except in freezing weather unless they have been previously oiled, and all form work and steel reinforcing shall be inspected and approved by the Engineer. (See 15, 16 and 18.)
Handling.
24. Concrete shall be handled from the mixer to the place of final deposit as rapidly as possible, and by methods of transporting which shall prevent the separation of the ingredients. The concrete shall be deposited directly into the forms as nearly as possible in its final position so as to avoid rehandling. The piling up of concrete material in the forms in such manner as to permit the escape of mortar from the coarse aggregate will not be permitted. Under no circumstances shall concrete that has partially set be deposited in the work. (See 22.)
Compacting.
25. During and after depositing, the concrete shall be compacted by means of a shovel or other suitable tool moved up and down con- tinuously in the concrete until it has all settled into place and water has flushed to the surface. The concrete shall be thoroughly worked around all reinforcing material so as to completely surround and embed the same.
Cold Weather.
26. During cold weather, the concrete at the time it is mixed and deposited in the work shall have a temperature not lower than fifty (50) degrees Fahrenheit, and suitable means shall be provided to maintain this temperature for at least seventy-two ( 72) hours thereafter, and until the concrete has thoroughly set. The methods of heating materials and pro-
92 M a s o n r 3^ .
tcctiiig the concrete shall be approved by the Engineer. The use of any salt or chemical to prevent freezing will not be permitted.
Depositing on or Against Set Concrete.
27. Before depositing new concrete on or against concrete which has set, the forms shall be retightened against the face of the latter, the surface of the set concrete shall be roughened and thoroughly cleaned of foreign matter and laitancc, and saturated with water. The new concrete placed in contact with set or partially set concrete shall contain an ex- cess of mortar to insure bond. To insure this excess of mortar at the juncture of the set and newly deposited concrete on vertical or inclined surfaces, the cleaned and drenched surface of the set concrete shall first be slushed with a coating of mortar, not less than one inch thick, com- posed of one (1) part cement to two (2) parts tine aggregate, against which the new concrete shall be deposited before this mortar has had time to attain its initial set.
Rubble or Cyclopean Concrete.
28. After each layer of concrete is placed, and before it has taken its initial set, the stones are to be thoroughly bedded in the soft con- crete. No stone shall be placed nearer than one (1) foot to any finished surface; nor nearer than six (6) inches to any adjacent stone. After the stones are in place another layer of concrete shall be placed sufficient to cover the stones to a depth of at least six (6) inches.
When stratified stones are used, they shall be laid upon their natural bed. (See 4, 9b.)
Depositing Concrete Under Water General.
29. Concrete shall not be deposited in water without the written consent of the Engineer. A written statement of the methods and plans of equipment to be used shall be submitted to and approved by the Engi- neer before the work is started. (See 9a, 11, 21.)
Cofferdams.
30. Cofferdams shall be sufficiently tight to prevent any current through the space in which the concrete is to be deposited. Pumping will not be permitted while the concrete is being deposited, nor until it has fully set.
Method.
31. The concrete shall be deposited by such method as will prevent the washing of the cement from the mixture. In no case shall the con- crete be allowed to fall through the water.
Tremie.
32. The trcmio, where used, shall be about fourteen (14) or sixteen (16) inches in diameter, and made flanged and put together with gaskets. The initial filling of the tremie shall be done in such manner as not to
Masonry. 93
permit the concrete to drop tliroiigh the water. It shall he kept filled at all times, and the discharge end raised a few inches at a time as the filling progresses. The greatest care shall be used to prevent the charge being lost in moving the treniie about on the surface of the deposited concrete. In case the charge is lost, the tremie must be withdrawn and refilled.
Drop Bottom Bucket.
33. (a) The bucket, where used, shall be of such a type that it can- not be dumped until it rests on the surface upon which the concrete is to be (ieposited. The frame shall extend below the closed bottom doors so they may open freely downward and outward when tripped. The ends of the bucket shall extend without openings to the bottom of the frame. The top of the bucket shall be open.
(b) The bucket shall be completely filled, and slowly lowered to avoid unnecessary back wash. When discharged the bucket shall be withdrawn slowly until clear of the concrete.
Bagging.
34. The bags, when used, shall be of jute or other coarse cloth. They shall be about two-thirds filled with concrete, and shall be care- fully placed by hand in a header and stretcher system so the whole mass is interlocked.
Continuous Operation. •
35. Where possible, the concrete shall be deposited continuously from the time the work is started until it is brought above water level or to the finished surface. The work shall be carried on with sufficient rapidity to insure bonding of the successive layers. The surface of the deposited concrete shall be kept as nearly level as possible.
Laitance.
36. Great care shall be exercised to disturb the concrete as little as possible while it is being deposited, to avoid the formation of laitance. On completing a section of concrete, the laitance shall be entirely removed after the concrete has thoroughly set and before the work is resumed.
Joints General.
37. (a) Instructions given on the plans, in the detailed specifica- tions or schedule governing the work as to location and construction of joints, shall be strictly followed.
(b) When the structures or portions of the structures are designed to be monolithic, they shall be cast integrally, except as hereinafter mod- ified. (See 38a, b, c, d.)
Construction Joints.
38. (a) When necessary to provide construction joints not indi- cated, or specified, such joints shall be located and formed so as to least impair the strength and appearance of the structure. Where conditions
94 Masonry.
require, the joints shall be reinforced as directed by the Engineer, in order to secure the necessary bond strength.
(b) Horizontal construction joints shall be prepared at the time the work is interrupted by thoroughly roughening the surface and pro- viding keys by embedding stones which project above the surface, or mortises by embedding timbers which shall be removed before the work of placing concrete is resumed.
(c) At all horizontal or vertical construction joints, the surface of the previously deposited concrete shall always be roughened and cleaned of all laitance and foreign material before depositing new concrete. ( See 27. )
(d) Where girders, beams and slabs are designed to be monolithic with walls and columns, they shall not be cast until four (4) hours after the completion of the walls or columns in order to permit of shrinkage or settlement. In case the columns are structural steel, encased in con- crete or concrete columns having flaring heads, the lapse of time to allow for shrinkage or settlement need not be observed. (See 37b.)
Watertight Joints.
39. When it is not possible to finish a complete section in one con- tinuous operation, and a watertight joint is required, sheet lead or other metal, not less than six inches wide, and extending the full length of the joint, shall be embedded equally in the two deposits of concrete.
Sliding Joints.
40. Where sliding joints are to be provided, the seat shall be finished with a smooth trowel surface and shall not have the superimposed con- crete placed upon it until the previously deposited concrete has thor- oughly set. Unless otherwise indicated on the plans, or specified, two thicknesses of building paper shall be placed over the bearing before the superimposed concrete is deposited, in order to make a defined sliding joint.
Expansion Joints.
41. (a) At all expansion joints, the break in the bond between the two sections shall be complete, and shall be insured by the application of petroleum oil, hot coal tar pitch, tarred felt or similar material over the entire joint surface of the first deposited concrete.
(b) No reinforcement shall extend across an expansion joint.
(c) Triangular shaped grooves shall be formed in the exposed surface of the concrete at all expansion joints in walls or abutments.
(d) Where expansion joints are formed between two distinct con- crete members, and said joint is exposed, it shall be filled with an elastic joint filler of approved quality.
General. Surfacing and Finishing
42. Except where a special surface or finish is required, the sur- facing and finishing shall be done in accordance with the requirements specified for a "Spaded Surface." (See 43a, b, c.)
Masonry. 95
Spaded Surface.
43. (a) The coarse aggregate shall be carefully worked back from the forms into the mass of the concrete with spades, fine stone forks, bars or other suitable tools, so as to bring a surface of mortar against the form. Care shall be taken to remove all air pockets and to prevent voids in the surface.
(b) Except where otherwise directed by the Engineer, face forms shall be removed as soon as the setting of the concrete will permit (See 17.)
(c) After the removal of the forms, any holes or voids in the sur- face of the concrete shall be filled with a mortar made of the same pro- portions of sand and cement as those of the concrete and rubbed smooth and even with the surface with a wooden float. A trowel shall not be used for this purpose. (See 42.)
Top Surfaces.
44. (a) Top surfaces shall generally be "struck" with a straight edge or "floated" after the coarse aggregates have been forced below the surface.
(b) Where "sidewalk finish" is called for on the plans, it shall be made by the spreading of a 1 :2 mortar at least three-quarters (^) inch thick, and floating this to a smooth surface. This finishing coat shall be put on before the concrete has taken its initial set. For a walk, the sur- face shall be slightly roughened with a special tool or by sweeping with a coarse broom.
Wetting Surfaces.
45. The surfaces of concrete exposed to premature drying shall be
kept thoroughly and constantly wetted for a period of at least three (3)
days. For wearing surfaces, this period shall be at least ten (10) days.
f
Special Finishes
General.
46. (a) In special work where detailed instructions are given on the plan, or in the specifications, as to conveying, depositing, or finishing concrete, the same shall be strictly followed; where a special finish is called for, the same shall be in accordance with the follow'ing paragraphs that apply to the finish called for.
(b) The forms shall be made of lumber dressed to a uniform thick- ness and width, or dressed and matched to a uniform thickness and width, or lumber lined with metal, or metal carefully built to exact dimensions and shape, with close level joints, smooth inside surfaces and sufficiently braced and tied together to be unyielding. The inside surfaces shall be washed just before the concrete is placed. Where the smoothest surface practicable with all wooden forms is desired, the inside surface shall be coated with light parafiin oil, boiled linseed oil, or other approved ma- terial.
96 Masonry.
(c) The whole extent of a surface to be finished shall be built in one continuous operation. Where a continuous operation is not possible, the seam or joint between the concrete placed first and that placed later shall be made watertight, with sheet lead or other metal, embedded equally in the two deposits of concrete or by some other approved method.
(d) The same brand of cement shall be used throughout the whole of any surface or structure.
(e) Where margins, patterns or different finish from the remainder of the surface are required, the forms shall be removed at the proper time to permit these to be laid off and finished in the best manner for the method specified.
(f) All work shall be finished free from streaks, discolorations or other imperfections that impair the appearance or life of the finish.
Rubbed Finish — Carborundum or Cement Bricks.
47. (a) The coarse aggregate .shall be carefully worked back from the forms into the mass of the concrete with spades, fine stone forks, or other suitable tools, so as to bring a surface of mortar against the form. Care shall be taken to remove all air pockets and to prevent voids in the surface.
(b) The forms shall be carefully removed from the surface to be finished as early as practicable, all joint marks, projections and inequali- ties chipped off, and all voids filled with a mortar made of the same pro- portions of cement and sand as those of the concrete.
(c) These surfaces shall then be thoroughly wet with water, and while wet, rubbed to a smooth uniform finish, with a brick made of one part Portland Cement and two (2) parts or two and one-half {Zy^) parts sand, or with a No. 3 Carborundum brick followed l)y a No. 30 or with a No. 24 Carborundum brick, as may l)e necessary to obtain the desired degree of smoothness.
(d) No mortar or cement shall be applied except to fill distinct voids in the surface. Uneven places shall be smoothed by rubbing down and not by plastering. The surface shall be kept moist and protected
from rapid drying for not less than three (3) days. (See 46a, b, c, d, e, f.)
Rubbed Finish — Wooden Floats.
48. (a) The coarse aggregate shall be carefully worked back from the forms into the mass of the concrete w'ith spades, fine stone forks, or other suitable tools, so as to bring a surface of mortar against the form. Especial care shall be taken to remove air pockets and to prevent voids in the surface.
(b) The forms shall be carefully removed from the surface to be finished while the concrete is green, all joint marks, projections and in- equalities chipped off, and all voids filled with a mortar made of the same proportions of cement and sand as those of the concrete.
Masonry. 97
(c) The surfaces shall then be rubbed with soft wood floats, and kept well flushed with water during the rubbing. When the desired finish is obtained, the whole surface shall be thoroughly washed with water.
(d) No mortar or cement shall be applied except to fill distinct holes or cavities. Uneven places shall be smoothed by rubbing down and not by plastering. The surface shall be kept moist and protected from rapid drying for not less than three (3) days. (See 46;i, b, c, d, e. f. )
Faced Surfaces.
49. (a) The outside layer of the surface to be finished shall be composed of one (1) part cement and three (3) parts graded aggregate mixed to a stiff mortar. The aggregate shall be crushed to pass a sieve of three-eighths (^) inch mesh and be retained on a No. lOQ sieve. The cement and the aggregate shall each be measured carefully and accu- rately for each batch and all batches shall be gaged with the same amount of water and carefully mixed in the same manner and for the same length of time, in order to obtain uniform surfaces.
(b) For vertical surfaces the above surface mixture shall be placed against the forms by skilled workmen (using metal slip plates, where practicable) in a layer not less than one (1) inch thick, as the concrete is deposited, in order that the surface mixture shall form a part of the mass of the concrete. Care shall be taken to remove air pockets and to prevent voids in the surface. For horizontal surfaces, the surface mix- ture shall be placed as the concrete is deposited and before the concrete has set, and, where possible, troweled or floated to an even surface. (See 46a, b, c, d, e, f.)
Unfaced Surfaces.
50. (a) The surface concrete shall be of the same mixture as speci- fied for the body of the structure. The cement and the aggregate shall be measured carefully and accurately for each batch and all batches shall be gaged with the same amount of water, and carefully mixed in the same manner, and for the same length of time, in order to obtain uniform surfaces.
(b) The concrete shall be spaded vertically against the forms only as much as will remove, air pockets and prevent voids, care being taken not to force the coarse aggregate away from the form. (See 46a, b, c, d, e, f.)
Washed or Scrubbed Finish.
51. As soon as the concrete has hardened sufficiently, but while it is still green, the forms shall be carefully removed from the surface to be finished, and all voids filled with the surface mixture. The surface shall then be scrubbed with water and brushes of stiff fiber, or of wire, until the aggregate is sufficiently exposed and projects slightly, but not enough to injure its adhesion in the mass. The whole surface shall then be washed with water until thoroughly clean. If necessary, in order to remove the film of cement from the surface of the exposed aggre-
98 Masonry.
gate or to better bring out the color, the surface shall be washed with a solution of one (1) part commercial hydrochloric acid and two and one-half (2J/2) parts water, applied with brushes of stiff vegetable fiber. All traces of the acid shall be immediately and completely removed by washing with water. After the final washing, the surface shall be kept moist and protected from rapid drying for not less than three (3) days. (See 46a, b, c, d, e, f.)
Acid Treated Finish.
52. (a) After the forms are removed all voids shall be filled with the surface mixture. The surface to be finished shall then be washed with commercial hydrochloric or nitric acid, diluted with water accord- ing to the age and hardness of the concrete. The strength of the solution shall be determined by trial on the work, and shall only be such that the bond of the cement will be readily broken to the required depth. The solution shall be applied with stiflf vegetable fiber brushes, and the surface scrubbed until the aggregate is exposed to the desired amount.
(b) As soon as the desired surface is obtained, all traces of tho acid shall be quickly and completely washed off with water to prevent its further action, and the permanent discoloration of the surface. (See 46a, b, c, d, e, f.)
Note. — For concrete that is but a few days old. a dilution of one (1)
' part acid to six (6) parts water may be sufficient. For concrete two (2)
weeks old, a dilution of only two (2) or three (3) parts may be necessary.
Sand Blast Finish.
53. After the forms are removed, all voids shall be filled with the surface mixture, and left to harden as long as possible. All joint marks and projections shall be chipped oflf. The outside mortar shall then be cut away with a sand-blast, using a hard sand with angular grains. The nozzle shall not be larger than one-eighth (%) inch diameter, and shall be held close to the surface. Care shall be taken to cut all the surface to a uniform depth. The work shall preferably be done between ten (10) 'and fourteen (14) days after the concrete is placed. (See 46a, b, c, d, e, f.)
Tooled Finish.
54. (a) The proportions of cement and fine aggregate shall be such as to produce a mortar of a density or hardness as nearly equal to that of the coarse aggregate as possible.
(b) After the forms are removed, all voids shall be filled with the surface mixture and left to harden as long as possible. After the con- crete has set, and become hard, the surface to be finished shall be dressed (with a bush hammer of three (3) to six (6) cuts per inch, a crandall, a toothed pick, a pneumatic or an electric or other desired tool) to a uni- form depth and finish. Care shall be taken to make all margins and pat- terns straight and true. (See 46a, b, c, d, e, f.)
Masonry. 99
SPECIFICATIONS FOR BILLET-STEEL CONCRETE REINFORCEMENT BARS
Material Covered.
1. (a) These specifications cover two classes of billet-steel con- crete reinforcement bars, namely : plain and deformed.
(b) Plain and deformed bars are of three grades, namely: struc- tural-steel, intermediate and hard.
(c) Twisted bars will not be accepted under these specifications.
Basis of Purchase.
2. The structural-steel grade shall be used unless otherwise specified.
(I) Manufacture Process.
3. (a) The steel shall be made by the open-hearth process.
(b) The bars shall be rolled from new billets. No rerolled mate- rial will be accepted.
(II) Chemical Properties and Tests Chemical Composition.
4. The steel shall conform to the following requirement as to chemical composition :
Phosphorus not over .05 per cent.
Ladle Analyses.
5. An analysis of each melt of steel shall be made by the manufac- turer to determine the percentages of carbon, manganese, phosphorus and sulphur. This analysis shall be made from a test ingot taken during the pouring of the melt. The chemical composition thus determined shall be reported to the purchaser or his representative, and shall conform to the requirements specified in Section 4.
Check Analyses.
6. Analyses may be made by the purchaser from finished bars repre- senting each melt of open-hearth steel. The phosphorus content thus determined shall not exceed that specified in Section 4 by more than 25 per cent.
(III) Physical Properties and Tests Tension Tests.
7. (a) The bars shall conform to the following requirements as to tensile properties :
100
Masonry,
TENSILE PROPERTIES
Properties Considered
Tensile strength lb. per gq. in.
Yield point, min., lb. per sq. in
Elongation in 8-in. min. pei' cent
Plain Bars
Structural Steel Grade
55,000 to 70,000
33,000
1,400,000 a
Tens. Str.
Inter- mediate Grade
70,000 to 85,000
40,000
1,300.000 o
Tens. Str.
Hard Grade
80,000 min.
50,000
1.200,000 a
Tens. Str.
Deformed Bars
Structural Steel Grade
55,000 to 70,000
33,000
1,250,000 a
Tens. Str.
Inter- mediate Grade
70,000 to 85.000
40,G00
1,125.000 a
Tens. Str.
Hard Grade
80.000 min.
50.000
1,000,00 a
Tens. Str.
a See section 8.
(b) The yield point shall l)c determined by the drop of the beam of the testing machine.
Modifications in Elongation.
8. (a) For plain and deformed bars over 54 i"- in thickness or di- ameter, a deduction .of 1 from the percentages of elongation specified in Section 7 (a) shall be made for each increase of % in. in thickness or diameter above 54 i"-
(b) For plain and deformed bars under 7/16 in. in thickness or diameter, a deduction of 1 from the percentages of elongation specified in Section 7 (a) shall be made for each decrease of 1/16 in. in thick- ness or diameter below 7/16 in.
Bend Tests.
9. The test specimen shall bend cold around a pin without cracking on the outside of the bent portion, as follows :
BEND-TEST REQUIREMENTS
|
Thickness or |
Plain Bars |
Deformed Bars |
||||
|
Diameter of Bar |
Structural Steel Grade |
Intermed- iate Grade |
Hard Grade |
Structural Steel Grade |
Intermed- iate Grade |
Hard Grade |
|
Under Ji inch 54 inch or over. . . . |
180 deg. d = t 180 deg, d = t |
180 deg. d = 2t 90 deg. d = 2t |
180 deg. d = .3t 90 deg. d=3t |
180 deg. d = t 180 deg. d = 2t |
180 deg. d=3t 90 deg. d = 3t |
180 deg. d = 4t 90 deg. d=4t |
Explanatory Note: d= the diameter of pin about which the specimen is bent, t = the thickness or diameter of the specimen.
Test Specimens.
10. Tension and bend test specimens for plain and deformed bars shall be taken from the finished bars, and shall be of the full thickness or diameter of bars as rolled.
Masonry. 101
Number of Tests-
11. (a) One tension and one bend test shall be made from each melt, except that if material from one melt differs ^ in. or more in thickness or diameter, one tension and one bend test shall be made from both the thickest and the thinnest material rolled.
(b) If the percentage of elongation of any tension test specimen is less than that specified in Section 7 (a), and any part of the fracture is outside the middle third of the gage length, as indicated by scribe scratches marked on the specimen before testing, a retest shall be allowed.
(IV) Permissible Variations in Weight Permissible Variations.
12. The weight of any lot of bars shall not vary more than 5 per cent, from the theoretical weight of that lot.
(V) Finish Finish.
13. The finished bars shall be free from injurious defects and shall have a workmanlike finish.
(VI) Inspection and Rejection Inspection.
14. The inspector representing the purchaser shall have free entry, at all times while work on the contract of the purchaser is being per- formed, 'to all parts of the manufacturer's works which concern the manufacture of the bars ordered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the liars are being furnished in accordance with these specifications. All tests (except check analyses) and inspection shall be made at the place of manufacture prior to shipment, unless otherwise specified, and shall be so conducted as not to interfere unnecessarily with the operation of the works.
Rejection.
15. (a) Unless otherwise specified, any rejection based on tests made in accordance with Section 6 shall be reported within five working dajs from the receipt of samples.
(b) Bars which show injurious defects subsequent to their ac- ceptance at the manufacturer's works will be rejected, and the manufac- turer shall be notified.
Rehearing.
16. Samples tested in accordance with Section 6, which represent rejected bars, shall be preserved for two weeks, from the date of the test report. In case of dissatisfaction with the results of the tests, the manufacturer may make claim for a rehearing within that time.
Appendix B-2
In connection with the work of the preparation of a "Specification for Plain and Reinforced Concrete and for Steel Reinforcement," the fol- lowing tables and diagrams were contributed by the Structural Materials Research Laboratory, Lewis Institute, Chicago, Duff A. Abrams, Pro- fessor in charge of Laboratory, and arc herewith presented as informa- tion.
Comparison of Wet and Dry Sieving of Fine Aggregates
A 1000-g. sample of dry aggregate was split in halves by means of the Jones Sampler.
The sieve analysis of one 500-g. sample was determined by dry siev- ing in the Tyler Ro-Tap Testing Sieve Shaker for 15 minutes. After the sieve analysis of the material in the machine the portion passing the 48- mesh sieve was recombined and the amount passing a 100-mesh sieve de- termined by sieving by hand until practically no material passed after one minute sieving. In general this required from 5 to 10 minutes.
The second 500-g. sample was used for the wet analysis. The mate- rial was placed on the 100-mesh sieve and the fine particles washed through by a stream of water. This operation was continued until no more material was observed to pass. The time required was from 5 to 10 minutes.
The "Fineness Modulus" is the sum of percentages in the sieve analy- sis divided by 100. It will be noted that each sieve has a clear opening of twice the preceding sieve. All sieve analyses were made with square mesh wire cloth sieve, manufactured by the W. S. Tyler Co., Cleveland.
102
Masonry.
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Masonry.
Comparison of Wet and Dry Sieving of Fine Aggregates
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105
Effect of Temperature of Storage Water on the Strength of Concrete
Compression tests of 6 by 12-iii. i\\ lindors.
Mix 1-4 by vohimc.
Cement: a mixture of 3 brands purchased on the Chicago market (Lot No. 4870).
Setting time of cement — \'icat uecdle, Initial 7 hr. 15 min., Final 10 hr. 25 min.
Aggregate, sand and pei>bles graded O-l'A-'ui. from Elgin, 111., pit.
Each value is the average of 10 tests made on different days.
For the water-stored tests (except Group 2) the cylinders in their forms with base and cover plates attached, were placed in water immediately after molding. Joints in forms sealed with paraffin.
Forms removed as conditions allowed.
Specimens remained in water at temperatures shown until time of test.
Water at 32° F. obtained by keeping ice floating in water.
Temperature of 45 to 50° obtained by storing water outdoors.
Water at 125° F. obtained by mixing boiling water and tap water in proper proportions.
212° F. obtained by boiling water.
|
Storage |
Compressive Strength |
Relative |
Strength* |
|||||
|
Ref |
Temp. Deg. F. |
Condition |
Lbs. per Sq. In. |
Per Uent |
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|
No. |
2d. |
.3d. |
7d. |
28d. |
2d. |
3d. |
7d. |
28d. |
Group (l)^Specimens placed in storage water in forms immediately after molding.
33
42
65
125
212
Ice Water
Water Outdoors
Water at Room Temp ,
Hot Water
Boiling Water
Average.
|
150 |
250 |
830 |
2S40 |
20 |
22 |
42 |
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280 |
410 |
1210 |
2690 |
38 |
36 |
62 |
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740 |
1140 |
1950 |
3430 |
100 |
100 |
100 |
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1680 |
2020 |
2710 |
3690 |
227 |
177 |
139 |
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2000 |
2360 |
2930 |
3480 |
260 |
207 |
150 |
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970 |
1240 |
1930 |
3150 |
129 |
108 |
99 |
72
78
100
108
102
92
Group (2) — Specimens left in steel forms over night.