Class __T'p .30^1 Book iili_2u„_ CopightW COPYRIGHT DEPOSIT. CAMBRIA STEEL CO. PHILADELPHIA, PA. STEEL AXLES AND FORCINGS. STEEL AXLES. Passenger Car, Freight Car, Tender Truck, Engine Truck, Driving, Street Car, Mine Car, Etc. . . . ;, CRANK PINS, PISTON RODS AND GENERAL FORQINQS. 1903 -f-^ c ^ ft ^ Copyright, 1903, by Cambria Steel Co. 3-^5^(0^, PRESS OF MacCalla & Co. Inc., PHILADELPHIA, Pa. CAMBRIA STEEL COMPANY. PREFACE TO SECOND EDITION. This edition of our handbook relating to Axles and Forgings, contains all the data of the first edition, which, however, has been corrected where necessary and revised to conform with present prac- tice, and it also contains a considerable amount of new matter regarding the properties of, and specifi- cations for, these materials. Explanations have been introduced showing the superiority of steel as compared with iron for car axles, the advantages of smooth forged axles as compared with rough turned axles, and the better wearing qualities of steel axles. A comprehensive table has been added showing all the principal dimensions and the weights of the Master Car Builders and Pennsylvania Railroad standard axles, besides which, detailed drawings of each of these axles are given on separate pages, so that reference to all or any one of them is easily made. Other new matter which has been introduced consists of tables of dimensions, and rules for the proportions, of bolts and nuts, tables of weights of square and round bars per running inch up to ^6 inches thickness or diameter, tables of weights of flat rolled steel bars per lineal foot, and various other useful tables and engineering formulae, all of which have been carefully prepared and arranged in a manner thought best to insure accuracy and con- venience in use. CAMBKIA STEEL COMPANY. GENERAL OFFICE : Arcade Building, S. E. Cor. Fifteenth and flarlcet Sts. PHILADELPHIA. Works at Johnstown, Pa. OTHER OFFICES NEW YORK : Empire Building, 71 Broadway. CHICAGO : Western Union Building, Comer of Clark and Jackson Streets. CINCINNATI : Union Trust Building, Comer of Fourth and Walnut Streets. BOSTON : Mason BuUding, 70 Kilby Street. ST. LOUIS : Chemical Building, Corner of Eighth and Olive Streets. TOLEDO : Nasby Building, Comer of Huron and Madison Streets. CLEVELAND : Hickox Building, Comer of Euclid Avenue and Erie Street. PITTSBURG : Park Building, Comer of Fifth Avenue and Smithfield Street. ATLANTA : Century Building, Comer of Whitehall and Alabama Streets. SAN FRANCISCO: 17-23 Beale Street. TACOMA : 1501 Pacific Avenue. CAMBRIA STEEL COMPANY. Ingots, Billets, Blooms and Slabs. Merchant Steel, Squares, Rounds, Flats, Plates, etc. STRUCTURAL STEEL. Beams, Channels, Angles, T-Bars and Z-Bars. FINISHED STRUCTURAL STEEL WORK. Steel Work for Buildings, including Beams, Girders, Columns, Roof Trusses, etc., fitted complete and ready for erection. STEEL FREIGHT CARS. Gondola, Hopper-Gondola, Hopper, Flat, etc. STEEL RAILS. Steel T-Rails, 8 lbs. to 100 lbs. per yard. Angle and Plain Splice Bars. Standard and Special Track Bolts and Nuts. For detailed information, see T-Rail Catalogue. CAMBRIA STEEL COMPANY. QAUTIER DEPARTMENT of CAMBRIA STEEL COMPANY. Merchant Bar Steel, Including Tire, Toe Calk, Machinery, Carriage Spring, Baby Carriage Spring, Eailroad Spring, Hoe, Rake, Fork, Forging, Bolt, Rivet, etc. Agricultural Steel and Shapes, Finger Bars, Knife Backs, Rake Teeth, Bundle Carrier Teeth, Tedder Forks and Springs, Spring Harrow Teeth, Harrow (Drag) Teeth, Seat Springs, etc. Plow Steel, Bars and Slabs (Penn and Pernot), Flat and Finished Plow Shapes, Digger Blades, Hammered Lay, Rolled Lay, etc. Cold Rolled Steel, Rounds, Squares, Flats, Shafting and Special Shapes. Steel Discs with Rolled Bevel, 10" to 20'' diameter for Harrows, Drills, Cultivators, etc. 23" to 28^" diameter for Plows. Pressed Steel Seats for Agricultural Implements. For Gautier Steel Department Products not listed herein, see special Catalogue, or address, QAUTIER DEPARTHENT, Cambria Steel Company, Johnstown, Pa. CAMBRIA STEEL COMPANY. GENERAL INFORMATION. Axles, Crank Pins, Piston Rods and Forgings will be furnished of carbon steel or nickel steel, as required, and are annealed or treated by our Coffin toughening Process (patented), as specified. Particular attention is called to our Coffin Process of treatment for toughening Axles, Crank Pins, Piston Rods and other forgings. Crank Pins and Piston Rods are also furnished oil-tempered and annealed ; other small Forgings will be if desired. For special purposes, and where the extra cost is warranted, nickel steel is well adapted for use, on account of its relatively high elastic limit and ductility, as may be seen upon reference to the specifications on the following pages. The Cambria Steel Company early recognized the fact that, in addition to using care in the selection of the materials for making steel and the conduct of manufacture of same, it also improves Axles and similar forgings to subject them to a proper heat treatment after the forging process is completed. As various parts of an Axle or forging are of different dimensions, and are not all worked and finished at exactly the same temperature, internal strains are produced which can only be relieved and equalized by subse- quent heat treatment. When the work of forging is finished the steel does not ordinarily possess the best physical properties of which it is capable, but these can be improved to a remarkable degree by proper heat treatment thereafter. The principal points of the theory of Chernofif, amplified and expounded by Brinell, and further studied and put into practical use by Mr. John Coffin of the Cambria Steel Company, are as follows : If steel be heated to a cer- tain temperature W, nearly all its carbon changes to hardening carbon quite suddenly, and if the steel be cooled slowly from the temperature W, the carbon remains in the hardening state until a somewhat lower tem- perature V is reached, when it changes again to non-hardening carbon. In conducting his preliminary experiments on these lines, Mr. John Coffin showed that if a small bar of axle steel be heated to the tempera- ture W, and cooled as rapidly as possible, in water or otherwise, to the temperature Y, and then allowed to cool slowly until cold, it will give a perfectly amorphous fracture. No crystal nor crystal forms will be visible under a powerful glass. It will be very tough and ductile, and have a very high elastic limit. With a knowledge of these facts, the proper apparatus and skilful manipulation, the Cambria Steel Company is prepared to give various forms of heat treatment to Axles and the smaller forgings to produce the excellent qualities shown in the specifications presented herein. CAMBRIA STEEL COMPANY. SPECIFICATIONS. The specifications herein give the qualities required in Forgings and Axles, and refer particularly to the sizes made by the Cambria Steel Com- pany. The properties stated in the following specifications are the same as those which have been recently adopted as standards by the American Society for Testing Materials, which is affiliated with, and forms the American Section of, the International Association for Testing Materials, STEEL FORGINGS. PROCB^S OP MAKUFACrVRK. 1. Steel for forgings may be made by the open-hearth, crucible, or Bessemer process. chbthicai^ prophrxihs. 2. There will be four classes of steel forgings which shall conform to the following limits in chemical composition : Forgings of Forgings of Forgings of Forgings of soft or low carbon steel. carbon steel. nickel steci.oil- carbon steel. not annealed. oil-tempered or annealed. tempered or annealed. Per cent. Per cent. Per cent. Per cent. Phosphorus shall not exceed . . . 0.10 0.06 0.04 0.04 Sulphur shall not exceed .... 0.10 0.06 0.04 0.04 Nickel • • • • 3.00-4.00 CAMBRIA STEEL COMPANY. 7 Specifications for Steel Porgings.— Continued. PHVSICAI. PROPKRXIHS OK CAMBRIA SXEHI. FORCINGS. Note. — For properties of Axles, see the following pages. Tensile Xests. 3. The minimum physical qualities required of the different-sized Forgings of each class shall be as follows : 1 "w So c a 5| « ° * Lbs. per sq. in. Per cent. Soft Steel or Low Carbon Steel. No diameter or thickness of section to exceed 10". 58,000 29,000 28 35 2 75,000 37,500 Elastic limit. 40,000 18 30 Carbon Steel, Not Annealed. No diameter or thickness of section to exceed 10". 3 80,000 22 35 Carbon Steel, Annealed. No diameter or thickness of section to exceed 10". 4 75,000 37,500 23 35 No diameter or thickness of section to exceed 15". 5 90,000 55,000 20 45 Carbon Steel. Oil-Tempered. No diameter or thickness of section to exceed 3". 6 85,000 50,000 22 45 For rectangular sections not exceed- ing 6" in thickness. 7 80,000 45,000 23 40 For rectangular sections not exceed- ing 10" in thickness. 8 80,000 50,000 25 45 Nickel Steel, Annealed. No diameter or thickness of section to exceed 10". 9 80,000 45,000 25 45 No diameter or thickness of section to exceed 15". 10 95,000 65,000 21 50 Nickel Steel, Oil-Tempered. No diameter or thickness of section to exceed 3". 11 12 90,000 60,000 22 50 For rectangular sections not exceed- ing 6" in thickness. 85,000 55,000 24 45 For rectangular sections not exceed- ing 10" in thickness. CAMBRIA STEEL COMPATTY. STEEL AXLES. PROCKSS OK MANUKACXUK.E. 1. Steel for axles shall be made by the open-hearth process. CII£I»IICAI^ PROPKRXICS. 2. There will be three classes of steel axles which shall conform to the following limits in chemical composition : Car, engine truck and tender truck axles. Per cent. Driving-wheel axles. (Carbon steel.) Per cent. Driving-wheel axles. (Nickel steel.) Per cent. Phosphorus shall not ex- ceed Sulphur shall not exceed . Nickel 0.06 0.06 0.06 0.06 0.04 0.04 3.00-4.00 PHVSICALr PROPHRXIKS. Tensile Tests. 3. For car, engine truck and tender truck axles no tensile test shall be required. 4. The minimum physical qualities required in the two classes of driving-wheel axles shall be as follows : Driving-wheel axles. (Carbon steel.) Driving-wheel axles. (Nickel steel.) Tensile strength, pounds per sq. in. . Yield point, pounds per sq. in. . . . Elongation, per cent, in two inches . Contraction of area, per cent. . . . 80,000 40,000 18 80,000 50,000 26 45 CAMBRIA STEEL COMPANY. Specifications for Steel Axles.— Continued- Drop Xest. 5. One axle selected from each melt, when tested by the drop test de- scribed in paragraph No. 9, shall stand the number of blows at the height specified in the following table without rupture and without ex- ceeding, as the result of the first blow, the deflection given. Any melt failing to meet these requirements will be rejected. Diameter of axle Height of drop. Deflection, at center. Number of blows. Feet. Inches, Inches. 4K 5 24 8K 4% 5 26 8>^ 4tV 5 28K 8)^ 4X 5 31 8 4X 5 34 8 5% 5 43 7 6X 7 43 5M 6. Carbon steel and nickel steel driving-wheel axles shall not be subject to the above drop test. XBSX PIKCKS A]KD MHXHODS OK XHSXING. Test Specimen for Tensile Xest. 7. The standard turned test specimen, one-half inch (3^") diameter and two inch (2") gauged length, shall be used to determine the physical properties specified in paragraph No. 4, It is shown in the following sketch. 10 CAMBKIA STEEL COMPANY. Specifications for Steel Axles. — Continued. Plumber and I^ocatiou of Tensile Specimens. 8. For driving axles one longitudinal test specimen shall be cut from one axle of each melt. The center of this test specimen shall be half- way between the center and outside of the axle. Drop Xest Described. 9. The points of supports on which the axle rests during tests must be three feet apart from center to center ; the tup must weigh 1,640 pounds ; the anvil, which is supported on springs, must weigh 17,500 pounds ; it must be free to move in a vertical direction ; the springs upon which it rests must be twelve in number, of the kind described on drawing; and the radius of supports and of the striking face on the tup in the direction of the axis of the axle must be five (5) inches. When an axle is tested it must be so placed in the machine that the tup will strike it midway between the ends, and it must be turned over after the first and third blows, and, when required, after the fifth blow. To measure the deflec- tion after the first blow prepare a straight-edge as long as the axle, by reinforcing it on one side, equally at each end, so that when it is laid on the axle, the reinforced parts will rest on the collars or ends of the axle, and the balance of the straight-edge not touch the axle at any place. Next place the axle in position for test, lay the straight-edge on it, and measure the distance from the straight-edge to the axle at the middle point of the latter. Then after the first blow, place the straight-edge on the now bent axle in the same manner as before, and measure the dis- tance from it to that side of the axle next to the straight-edge at the point farthest away from the latter. The difference between the two meas- urements is the deflection. The report of the drop test shall state the atmospheric temperature at the time the tests were made. CAMBKIA STEEL COMPANY. 11 Specifications for Steel Axles.— Concluded. irield Point. 10. The yield point specified in paragraph No. 4 shall be determined by the careful observation of the drop of the beam, or halt in the gauge of the testing machine. Sample for Chemical Analysis. 11. Turnings from the tensile test specimen of driving axles, or drill- ings taken midway between the center and outside of car, engine and tender truck axles, or drillings from the small test ingot, if preferred by the inspector, shall be used to determine whether the melt is within the limits of chemical composition specified in paragraph No. 2. fi:nisii. 12. Axles shall conform in sizes, shapes and limiting weights to the requirements given on the order or print sent with it. They shall be made and finished in a workmanlike manner, and shall be free from all injurious cracks, seams or flaws. In centering, sixty (60) degree centers must be used, with clearance given at the point to avoid dulling the shop lathe centers. BRA3fDI]KG. 13. Each axle shall be legibly stamped with the melt number and initials of the maker at the places marked on the print or indicated by the inspector. IBiSPKCTIOK. 14. The inspector representing the purchaser shall have all reasonable facilities afforded to him by the manufacturer to satisfy him that the fin- ished material is furnished in accordance with these specifications. All tests and inspections shall be made at the place of manufacture, prior to shipment. 12 CAMBKIA STEEL COMPANY. FACTS CONCERNING STEEL TBEATED BY THE COFFIN PROCESS. (PAXEKJXED.) The elastic limit is increased to a marked degree. The percentage of elongation is as great as or greater than before, and the reduction of area is considerably increased. The ultimate strength is slightly increased. A remarkable degree of toughness is obtained. The steel is changed from a crystalline to an amorphous form. The initial stresses are reduced to the minimum. Uniformity of structure, texture and strength are obtained. TESTS OF AXLE STEEL IN NATURAL CONDITION AND AFTER TREAT- MENT BY THE COFFIN PROCESS. Tensile Yield Point. Elongation. Contraction No Strength. Lbs. per Sq. Per Cent, in of Area. Lbs. per Sq. In. In. 2 In. Per Cent. Natural 3 77,800 38,700 24.0 39.0 Coffin Treated . . . 3 80,800 47,000 24.0 42.0 Natural 4 82,540 46,800 24.0 33.0 Coffin Treated . . . 4 85,900 53,000 25.0 40.0 Natural . . . Surface 8 77,130 41,100 24.0 47.0 Coffin Treated " 8 86,620 56,000 26.0 59.0 Natural . . . Center 8 76,100 39,600 24.0 41.0 Coffin Treated 8 84,230 50,740 28.0 57.0 CAMBRIA STEEL COMPANY. 13 MICRO-PHOTOGRAPHS. Fig. 1. Fig. 2, Steel before Touglieiiiiig. Steel after Toughening. Although the increase in elastic limit, as shown by the tests, is remark- able, it is not enough to measure all the superiority of the toughened piece of steel. The untoughened pieces were coarse, crystalline, with very bright cleavage surfaces, and had that structure which breaks very easily on sudden shocks, while the toughened pieces would not break under a blow of any character until they had been distorted enough to account for breakage from the data of the tensile tests. 14 CAMBRIA STEEL COMPANY. SUPERIORITY OF STEEL AS COMPARED TVITH IRON FOR OAR AXLES. The principal requirements for the material of car axles, is ample strength to successfully resist the imposed stresses that are ordinarily pro- duced in regular service, combined with such other properties as will enable it to withstand exceptional stresses at times without serious results, in addition to which, the journal wear and the difficulties arising therefrom, must be reduced to the minimum. The comparative merits of iron and steel for car axles is a question which has engrossed the attention of railroad officials and axle makers for a long period of time ; until now the accumulated experience of many years has demonstrated the superiority of steel over iron for this purpose. Steel is more homogeneous, more ductile, and more uniform, chemi- cally and physically, than iron, besides which, it has a much higher elastic limit and tensile strength, and the combination of these good qualities in a steel axle, gives it a much greater power of resistance against the shocks, vibrations and reversals of stresses encountered in service ; furthermore, being denser and harder, it possesses better wearing qualities with less friction. Iron, on the other hand, with its lack of homogeneity, soon develops an inherent weakness in resisting the stresses induced by increasing train loads, while even the best iron axles, almost invariably develop longi- tudinal seams in the journals resulting in greater wear, increased friction and hot boxes. As iron is not homogeneous, the tendency of the wear and the twisting action is to separate the fibres of the metal and to develop longitudinal seams and rough spots, such that the surface soon becomes very unsuitable for the face of a journal. While the art of steel-making has been perfected more and more year after year, the materials and skill for making the best quality of iron on the contrary, have retrograded and at the present time a good grade of iron is scarce, so that it is therefore more expensive than steel, because of the difficulty of obtaining the quality of No. 1 scrap necessary ; the scrap now available being composed of inferior iron intermixed with pieces of CAMBRIA STEEL COMPANY. 15 steel which produces imperfect welds and irregularities in the finished article. In the early days of steel axles, it was found that there were some un- accountable breakages and fractures, although chemical analysis showed that the material was normal in these respects. The unsatisfactory be- havior of steel as first used was, however, soon accounted for in several ways. While a hammer of light weight had been sufficiently powerful for building up an iron axle from comparatively small bars by the process of hammer welding at a high heat, it proved entirely inadequate for forging the steel axle, which is not built up from small bars, but is reduced from a solid billet considerably larger than the finished axle, and at a lower tem- perature than that used in welding and forging iron. Furthermore, the • hammer being too light, the effect was not sufficiently powerful to pro- duce, in the axle, that homogeneous structure so essential in a forging subjected to heavy alternating stresses such as a car axle undergoes in service. The internal condition of the resulting forging was, to a certain extent, rendered visible by the appearance of the end thereof, which was concave, thus showing conclusively that only the surface metal was affected and stretched by the superficial effect of the light hammer, leaving the central portion in its rough crystalline state and the whole much weak- ened by internal strains. In order to remedy these defects, heavier ham- mers were used and these produced a distinct improvement, shown by the fact that the end of the forging was now convex, indicating that the cen- tral portion of the forging had received proper working, but the steel still gave unsatisfactory results, which further study proved was due to the internal stresses set up in the material by unequal heating and working. In the process of forging no two blows are given under the same con- ditions. The metal is cooling slightly between each blow, so that it can safely be said that no two parts of an axle are forged at exactly the same temperature, and after the completion of the hammering the material is consequently in a state of initial stress. This was made evident by the action of certain locomotive axles, which, after cutting the key ways therein, thus relieving the strains in the external fibres, would often become distorted. Temperature, then, being greatly responsible for the difficulty described. 16 CAMBRIA STEEL COMPANY. it was sought to relieve that disturbed state by annealing, but whereas ordinary annealing relieved the forging strains, it left the material sensibly softer and lacking in the requisite stiffness, while it did not entirely elim- inate the coarse structure resulting from the crystallization produced by the temperature required for forging. A realization of the importance of having a fine structure and a high elastic limit in forgings, such as car axles which are subjected to wear as well as to severe alternating tension and compression stresses, led to further experiments which resulted in the invention of the Coffin process by means of which the elastic limit possessed by the steel before annealing^ is not only recovered, but is also increased, leaving the ductility and ten- sile strength practically unchanged, while it also relieves the forging strains and produces a fine structure. The Coffin process, now so well known, has been applied to an immense number of axles, crank pins and piston rods which are giving excellent service on the leading railroads of America and elsewhere. SUPERIORITY OF SMOOTH-FORGED AXLES AS COMPARED WITH ROUGH-TURNED AXLES, Tests made upon a lot of 53/^-inch x 10-inch journal steel axles to deter- mine the relative strength of smooth-forged and rough-turned axles showed that in those of the carbon content usually furnished in axles of this size, the smooth-forged axles successfully withstood 42 per cent, more blows under the drop test than the rough-turned axles, all other condi- tions being the same. Other tests made at our works by the inspector of a prominent railroad, showed that a smooth-forged steel axle with 5)^ -inch x 10-inch journal and 5^-inch diameter at the center, successfully withstood S/o times as many blows as a rough-turned axle of same dimensions, both being from the same heat of steel, and both having had the same treatment, the only difference being that one was smooth-forged and the other rough-turned. From these tests it appears that the smooth-forged axles are stronger than the rough-turned, one of the reasons therefor being that, in this rough-turning, the skin, which is the best part of the material, is removed, whereas in the smooth -forged axles this portion is retained. CAMBRIA STEEL COMPANY. 17 SUPERIOR "WEARING- QUALITIES OF STEEL AXLES. A series of wearing tests were made as described below, the method used being such as to obtain a fair comparison between steel and iron car axles, with special reference to the wear of the journals. These tests were made on small 1-inch cubes cut from the wheel-seat portions of the axles and near the surface, the wearing face of the cubes being the portfons adjacent to the outer surfaces of the axles. The cubes were all planed and finished accurately to 1-inch dimensions, and care- fully weighed before and after testing. The tests were made on a Riehle abrasion testing-machine, on a hard, smooth steel disk, about 12 inches in diameter, which revolves in a hori- zontal plane at the rate of about 60 revolutions per minute. The cubes are held in a frame and rest on this disk, the pressure being obtained by a weighted lever above. A cone motion moves the cube and frame in and out over the disk, to which is attached a revolution-counter. The tests were all made on the same disk, and under a pressure of 50 pounds per square inch. The number of revolutions in all cases was 200,000, taking about eight days' time. Two sets of tests were made on each cube and gave practically the same results. A graphical representation of the results of this series is given clearly in the diagram below, from which the superiority of steel for this purpose is plainly evident. COMPARATIVE ^WEAR I^oss in per cent t 8 clays run, 200,000 revolutions Rielile atsrasion testing macliine )% 2%t-4%|-6%j-8%M0% Eastern Scrap Loss in weighl Western Scrap Miljck Bar iessemer Bessenieri Dp.en Open 3 Hearth Helarth 12% Iron ron I 14% Axles Axles Mill Scrap) Untreated 16% =13.3% 18% percenT fougljienecl (jCcftin P|rocess) f 12 7% Untreated! 1,0.3%! I 1 Foiljghened Dy the Coffin Process 2mr2Z'M 24% 22 8% = 21.1% = 9.1% 17 9% 18 CAMBKIA STEEL COMPANY. PRINCIPAL DIMENSIONS OP M. O. B. AND P. : R. R. STANDARD AXF.ES. "*" n 1 ^1 ^ 1 e": ] Ti IM 6 Mill k li ? G i. i + i J : i , i \l \ H- t::^::::^:^^::^: — ii — ' — n n"" Size of ■s - V- "^ g , 1 M ^ a Journal. •3 « li II 31 1 w '$ ^ 05 H J J! 1* it li ■3 1 .2o i DIMENSIONS IN INCHES. 400 E 1 F G 4f H I 4f J 2J K 4^ L 71 M 4# 46 41 P 831 75 M.C.B. A 3|x 7 Axles B 4Ax 8 5i A 51 2 H 7| 5^ 481 4a 841 75 505 Standard C 5 X 9 3. 6^ 2 6t 7J 6* 47 5| 86 76 680 ofl900. D 5^x10 ^ 3 4 6f 2 6^ 7| 6H 46 6i 88i 77 815 M.C.B. A Sfx 7 4f 5 43 ^ H 71 5| 47 ^ 831 75 425 Axles B 4ix 8 4 A 4 2 5? 71 5f 47 4f 841 86* 75 535 Standard C 5x9 6^ a 6i 2 ^ 7| 6l 47 4 5| 76 700 ofl901. D 5^x10 61 3 4 6| 2 7 7i 7 46 88i 77 830 M.O.B. A 3fx 7 ^ 1 4f ^ 5* 7i 4^ 46 4? 83;f 75 410 Axles B 4ix 8 H 1 5| 2 5f 7| 5tI 46 84t 75 520 Standard C 5x9 u 3 6* 2 6+ 7i 46 5| 86f 76 685 of 1902. D 51x10 6| 4 6f 2 7 7i 6f 46 5| 88^ 77 820 P.R.R. 2B 3|x 7 4^ 1 4^ 2i 51 7i 5* 46 4tV 83 74f 440 4B 4|x 8 5- 4 H 2 5f 7t ^t 46 4f 841 75 519 Standard 4A 4ix 8 5^ ^ 5.1 21 5f 7t 46 4f 86 76f 535 6A 5x9 6^ a 4 61 2 6^ 71 6* 46 5f 5| 86i 76 680 Axles. 7 5JxlO 6^ J 6| 2 7 7i (iH 46 88^ 77 820 Note.— Tables show finish ed s zes. Rough-turned sizes are about %'' larger. Weights stated are for axles r ough -turned on journals and wheel seats. 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OQ U X < J3^ J: C CAMBRIA STEEL COMPANY. 21 ^h^9i ^>'> ,9- t-- -y- 1 I .f.K!2r •J9- j9 1 ^^a^t9- -i- 49 :t9 --1^ -"fcJ- ^6) -J9^ * t ^ N u, H ^ ^ N <^ ^ g ^ (/) \x . ■^ -£2 t-i\ « (H 00 ^ ss ^ >^ S ■s-s ;S tf ?- 13 s So s =3 Si N "x f.§ n i s PT3 p^ "^ t/3 3 ^ rt N *>« ^3 < -S^ tf ^ H C/2 yS A S ^ g 22 CAM-RKIA STEEL COMPANY. . «^-.9-H 5 . <^ . 31- S k ^— f- T \| "O -^hQ- r< 1 1 4; 1 -p- sf AC. -- Ff" i K- 1 •s z/?-^ h^ ^7,!9- 1 — r1 / N i 1 ^1^9- N , — , t 1 g od i 4-. «! -s < CO oo 3 (U O "• tn >H _!_, v-C • - o ^ S* o -_^ (1) 1 ^- =C0 1 Q X Pi Q M o c too T3 a' B 1.1 1§ o < pa o Oi K S k4 j Pi o 1) 2 V u Tri >■ 1 -- ^.r-.^ ^!f9^ p*l Pi C?2 < •I 'a A * ..^fe- T i <£ -^- V B13 r ;::4i:^ 1 ~o 1 V 1 1 i_ 1 g i 1 C E 1 H ^' SJ 1 4b CAMBRIA STEEL COMPANY. 23 k^=M t N % i ^ < X < M o o c It ll in .2 3" 6^ 3 < H C/5 tC (ft ^ < g S 24 CAMBKIA STEEL COMPANY. -K^-1 rjsH "'• X < t ^ M u tfi ^ j2 rt H ,— , ^ u NCO . m GVJ lO H^ < X CO ll O ^ E3^ m S M o c to 3 >< „T3 il PQ § % l4_ o t/3 rt i-i a U X! > •-§ B^ C3 13 'S c ? — -m 1 1 X M 1 -3! 3.2, u o 1 1 < ea as rt ^ 1 1 1 p^ ^ rt il V I 1 u 'H > "2 '-%^ ..^ V 1 ^--"t-i. 1 P^ t < < 4 1 1 i_ 1 S t^ l-4>^ j "i- ii 1 -t__. ^,fS-^ 6 1 S P 1 4} p_4— i- •^L-|9-^ ""1* 1 u H ^2; ^ CAMBRIA STEEL COMPANY. 27 .\» M^- V 1 1 — ;r- ^ .'S^ > 1 1 1 , it 1 7^=^ r-^^ i 1 1 1 1 J 1 1 1 1 1 \ ^1^ f j M N 1 i I § lO i ■3 M >-. o 3 V 1 •—1 •3 q — :^^_! ^^' < X o O c n5 2 1 si it 3.0 u o < pa i 3T3 1 1 1 ^ -L J p 1 •^=? ^--:^--^— 'o,. O ^ 28 CAMBRIA STEEL COMPANY. h^s-i . <2 ,, 1 \i—i^-r V ^ i*-" f ^,T=?'-> J 1 Op 1 2 1 1 1 1 1 -1 - 1 i V Rt^ ^7-^9- ■ -f j t> 1 i -T-^^ 9 - M ^ u 1 1 s^ ^ J2 J3 1 1 «lo M g 2 GvJ 75 j2 •3 OQ o > si '35 en 1^ 5 •35 s 11 s 1 1 I X < M ^3 '« rt S II 1 f I 1 < g Si < 3 1 40^ ^-^i tf s C?5 'E t?^ -|g- H 1 < ^« ^ \' -i _s i. — '-''1 .\^.> CO 1 1 1 . 4 1 c 9 ■ 1 ■(^ ->7C^ r^' ^ ho ^.19- do 1 M <_, 'lb 1 1 1 1 I i i tn 1 rt .ij 4^-S ! • ^ rC « ^ g . 1 1 1 _o > Si in VJ.9- m g 1=1 r' ■3 jn ^ ~^lQ- -S) t^ ^ nJ 3 £ 3 3.2, I 1 1 1 X N IS I- +^ 1 05 f^ S fe 1 1 tf ■^ 3 1 I 1 1 ^ u ■yJ If « 1 1 1 1 ] _; -3 - Q. 1 p^ tf H « < ^ 8 ;- /,C^ 'zi- ? 1 t""1 1 ^ g V ^-|g-^ 1v ■' J^ 1 V" 1 E ''^N ^ 1 *■ i 1 Q 1 7J9- 'oil, 1 ;?; ^ CAMBRIA STEEL COMPANY. 31 ^'^-rl^-^ . '-/>l L- J-a .2 J 1 -» r,le- Vf 1 1 r— 4 1 ho ^-It- i 1 ""~f0^ 1 2 ^■:lQ- -■It 1 l> 1 1 1 \) r# [zzz^ ^ nit g ^ h\ w qj 1 . ll cp 1 % ^ •31 tr. 1 • j-> J' -5 f3 1 ^ si |) S3^ P o — 1 i X 1) M i1 is 3 x) 1 < ^ S 1) 3 t! ' « S) V 1 tt i ■33 c 1 1 [ £ -< T3 ^ J3 1 'i ._|g.. « -^Q- — -f^ :^c^- 1 X 1 ^" -Ji- -4 i is rls- ^ 1 1 it , i.. 1 1 4f7— T"- ^^«r" 1 ;J^^ 32 CAMBKIA STEEL COMPANY. *I^-T^, 1 ^i2 ^ OS St! lO =«5i , u j: CQ % S3> ^ < 0) M •o 2 m -} 5? > 4 S £ 3 3-H, X d ^0 3TJ < S S 3 ;i5 ^ i^ t 0) .^^ tf »< CAMBKIA STEEL COMPANY. 33 -jQ-^ OS >..V:l_4- t>-^ .2 r— T 1 .1 "O * .ff-^ ^ ^!^-> CO 1 ^ -V-* 1 1 M '*S . ^ 1 .4 Uq- -It V-|9~ 1 ? §i -=^^ 1 ^ ^ J i 8 1 i < fi^' 'Ko si 3- :^ M < 1: 11 s O 1 X > ^ 3T3 5 ! < > S O « Pf5 s c ^ 1 > 1 > < If J2 ! '"^"^ <-.-g-. ■::f :i & ^y^ ^7.19-^ ^; ~tS^ 1 1 — it- j i 1 ~|03 1 i r.^^^ op ! 1 , 1 1 %l '^---fe-^- >-v9-^ 1^ 34 CAMBRIA STEEL COMPANY. *^J9- w a < % ^ .§ X ^ rt < ^ (» S t bfl t S-i > £ 3 3.2, s-a O !> CAMBRIA STEEL COMPANY. 35 .ri9-^ . X m ''\ .i ^'^__ £ , 15 .... -v,fQ- o 4> 2 f — ,— r-I 49-^ ^ ii, ^ .-_£,-. 1 <^Jl rr^- :^-4^ { T!^9^ 6 g i ^« li :> 1 ""* tl O < ■^ '< " '. " 1902. 27-30 " " " Pennsylvania R. R. Co.'s standard 31-35 " " bolts and nuts ... 36 Flat rolled steel bars, weights of, per lineal foot 48-57 Forcings and axles specifications. General information 6 Gauge, table of standard decimal. . 44 Gauges, table of U. S. standard, for wire and sheet metal 45 Iron for car axles, superiority of steel as compared with 14 Master Car Builders' Association, standard axles, dimensions of. . 19-30 ** " " " " " principal dimen- sions of . . , 18 ISIensuration 68, 69 Micro-Photographs of steel before and after treatment by the Coffin Process 13 Nuts, Franklin Institute standard 36, 37 Pennsylvania R. R. Co.'s standard axles, dimensions of 31-35 " " " " *• principal dimensions of . ... 18 Plates and sheets of steel, wrought iron, copper and brass, weights of . , A&, 47 Round bars, weights of, per running inch 38-43 Standard axles, M. C. B. and P. R. R., principal dimensions of. ... . 18 " " Master Car Builders' Association, dimensions of , . . 19-30 " " Pennsylvania R. R. Co., dimensions of 31-35 " decimal gauge 44 Sheet metal and wire gauges .... 45 Sheets and plates of steel, wrought iron, copper and brass, weights of . . 46, 47 Square bars, weights of, per running inch 38-43 Steel axles, specifications 8-11 " " superior wearing qualities of 17 " bars, weights of flat rolled, per lineal foot 48-57 " forgings, specifications 6, 7 " micro-photographs of, before and after treatment by the Coffin Process 13 " superiority of, as compared with iron for car axles 14 " tests of axle, in natural condition and after treatment by the Coffin Process 12 •' treated by the Coffin Process, facts concerning 12 " weights of sheets and plates of . . 46, 47 Tests of axle steel in natural condition and after treatment by the Coffin Process ... .... 12 Weights and measures 58-61 " ** " tables for converting Metric to U. S 63,65,67 " " " U. S. to Metric 62, 64, 66 " of flat rolled steel bars, per lineal foot 48-57 " of sheets and plates of steel, wrought iron, copper and brass . , 46,47 " of square and round bars, per running inch 38-43 Wire and sheet metal gauges. ... 45 Wrought Iron, weights of sheets and plates of. 46,47 OCT 27 1903