DESCRIPTIVE CATALOGUE OF WROUGHT-IRON BRIDGES FIRE-PROOF COLUMNS AND FLOOR GIRDERS, WROUGHT-IRON ROOF TRUSSES, WROUGHT-IRON TURN-TABLES, PIVOT BRIDGES, PARK BRIDGES, SUSPENSION BRIDGES, COLUMNS, LINKS, AND BRIDGE BOLTS, MANUFACTURED BY THE KE YSTONE BRIDGE COMPANxY PRINCIPAL OFFICE AND WORKS, PITTSBURGH, PA. PHILADELPHIA OFFICE, 426 WALNUT STREET. WESTERN OFFICE, 211 WASHINGTON AVENUE, ST. LOUIS, MO. ALLEN, LANE & SCOTT, GCZ RAILROAD AND MERCANTILE PRINTERS, D 233 SOUTH FIFTH STREET, PHILADELPHIA. Z=-=~ OFFICERS, 1874. + PRESIDENT, IJ. H. ALI-VXI(LA5 C. Xe Office, Nm. 4-26 WTalWnut Street Phladeelp/ ao GENERAL MANAGER, J. L. PIIPS Piitt&i"b' rg -9', jPa TREASURER, THOS. M. CALNEJE(IE, Pittburgh, Pa. SECRETARY, A. D). CEIERYEI3 Pitt&burgh, P]a?. ENGINEER, VALITEIR KATTE, We eru' Office, T. 211 Washugton Avenue, St. Lao s Mao.. DIRECTORS: rn ]I3IVI]52E AINDRJW NCANUE GIE, &JSWI J. IT. LINVILLEq ENOOCIE LEWIS, TiO S. ufu. CARNEGIE, J. L. PIPER, JOHN A. WILSOA. WALTJE KiATT1', I~~~~ c~~ 7q~~~~~~~~~i~~~~~~L~~~~~~ ~~~~~~Al~~~~~~~~~~~~i'Z~~~~~~~~~~ CONTENTS. PAGE PAGE Preface,............................. 5 Form and arrangement of details..................... 26 Works of the Keystone Bridge Company................. 7 Adaptation to locality and service..................... 27 New Bridge Works of the Keystone Bridge Company.......... 8 Specifications............................27,28 Union Iron Mills........................9, Counter-bracing......................... 28,29 Lucy Furnace,........................... Io,II Hints to parties ordering bridges or asking estimates,............ 30 Long-span Bridges of America...................... 12-16 Description of plates...................3...0... General Principles of Bridge Construction..............'. 17 Solid girders, trussed girders, plate girders,.............3.. 3 Strength of Materials used in Construction................ 18 Deck bridges-single intersection truss................ 31 Modulus of elasticity-experiments.................... 9, 20 Through or Overgrade bridges...................... 31 Methods of testing materials.................... 20 Pivot or Draw bridges........................ 32 Table of tests of iron for modulus and ultimate strength......... 20 Bridges for long spans, 250 to 6oo feet,.................. 32 Cast iron and cast steel,........................ 20, 21 Suspension bridges, Street and Park bridges............... 32 Proportions of structures...................... 21 Iron roof trusses,.......................... 32 Weights of engines,......................... 22 Girard avenue bridge,....................... 33 Weight on cross-girders and track-stringers............... 23 Turn-tables............................. 33 Live loads per foot on different lengths of span............. 23 Table of beams, channels, posts, tees, and angles............. 33 Roadway and City bridges, Footway Jridges, Suspension bridges..... 24 List of Iron Bridges constructed by Keystone Bridge Company,....... 34-38 Tension members, weldless links, upset ends, &c.,............ 24, 25 List of Wooden Bridges constructed by Keystone Bridge Company,.... 39-42 Compression members, hollow posts.................. 25 Advertisements-Keystone Bridge Company....4........... 3 Linville & Piper patent columns,................... 25 Carnegie, Kloman & Co................ 44 Linville patent columns....................... 25. Upset chord links...............4... 5 Piper patent columns........................ 25. Hydraulic rams,.................... 46 (4) PREFATORY. N offering our Illustrated Catalogue to the leading railway companies who have heretofore so generously patronized us, and to the public so vitally interested in the safety of bridge construction, we respectfully submit a few hints that may form a safe guide in determining the class of structures adapted to their respective wants. Classified examples of different styles of bridges, adapted to various spans and localities, have been included, accompanied by descriptions of their ruling characteristics. Wood-cuts, from photographs of some of the great structures erected by this Company, with brief descriptions of the same, have been inserted, with the belief that truthful representations of important executed works, while in themselves interesting to the engineer, afford surer indications of the ability and resources of their constructors than the most elaborate series of projected designs and pages of extravagant professions. A continuance of the very liberal patronage heretofore bestowed is respectfully solicited, and we assure our patrons that we shall endeavor, by means of our improved machinery, increased facilities, and ripened experience, to render our work, in quality of material, beauty of design, accuracy of.proportions, perfection of workmanship, and adaptation to locality, superior to any heretofore constructed. KEYSTONE BRIDGE COMPANY, PITTSBURGH, PA. (5) _____________ OLD SHOPS. THE KEYSTONE BRIDGE COMPANY. l This Company was organized in 1865, with a capital of $300,000,.Keystone Bridge Company, and also the new works erected by the absorbing the firm of Piper & Shiffler, who had erected bridge latter Company, including machine-shops, smith-shops, rivetingworks in Pittsburgh in I863, and executed many important works. sheds, bolt-cutting and testing houses, pattern-shops, a large iron By a very liberal charter, granted by the Legislature of Penn- building for a foundry, offices, stables, and all the accessories of a sylvania in I872, the Company was authorized to increase its first-class establishment. capital stock to $I,500,ooo, and the privilege was conferred to con- In the completeness, extent, and adaptation of all the tools and struct general machine-work, and the substructure and superstruc- appointments required for heavy bridge construction, the works of ture of buildings, bridges, and other constructions of wood, iron, this Company are without a rival in this country, while, at the steel, stone, and other material, in any part of the United States. same time, they possess every facility requisite to the construction After numerous additions to the original works, the new and of iron roofs, fire-proof buildings, turn-tables, roadway bridges, complete works, of enlarged capacity, were erected on a lot wooden bridges, and general foundry and machine work. embracing six acres of ground purchased for this purpose. The annual capacity of these works is now about $3,000ooo,ooo. The accompanying illustrations show the original bridge works These facilities are being constantly increased, and further extenof Piper & Shiffler, subsequently enlarged and improved by the sions of the works are now in progress. _____________________________________________(^________________________________............;i ~~~~~~~~~~~~~~~~~~~~~L~~~~~~~~~~~L~~~~~~~~~~i~~~~~~~~~~~i~~~~~~~~~.......'''' i~~~~~~~~~~iiii;:~~~~~~~~~i::i~~~~~~~iii~~~~~~~~~~~Iiii s~~~~~~~~~~~~~;.................... ~~~~~~~~~~i~~~~~~~~~~~~~~~~~~i~~~~~~~~~~~~~~~~~~i~~.................-illlililli l~ X........................................................................................X............~..................-= ~ jp~~~~~ir: 5;~~~~~~~~~4tae~~~~~~~~~~~~~ e~~~~~~bY~~~~~~~~~P 115e~~~~~~~~~~~~~~~% 8 ~ ~ ~ ~ ~ ~ ~..................................... dO.................................E C O 1CI ~ rJ ~ struct general machine-work, and the substructure and superstruc- appointments required for heavy bridge construction, the works of~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~............ ture of buildings, bridges, and other constructions of wood, iron, this Company are without a rlvaI in this country, while, at the~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~............. steel, stone, and other material, in any part of the United States. same time, they possess every facility requisite to the construc.......... After numerous additions to the original works, the new and of iron roofs, fire-proof buildings, turn-tables, roadway bridges,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... complete works, of enlarged capacity, were erected on a lot wooden bridges, and general foundry and machine work.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.......... embracing six acres of ground purchased for this purpose. The annual capacity of these works is now about S3,ooo~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~....... Th acopayig llstaton sowth oigna bide ors hee acliie ae eig ontatl icrasdan frterolen absrbngth frmofPier& hiflrwhoha eecedbrdg lttr oman, ncudig acin-sop, mih-hosrietng 8 KEYSTONE BRIDGE COMPANY............:::.~i?:i::11~:...[ _5 g 0 g,____ ==-_,,_ _*_ H e - =0 I,,,,= a,.. 0 _ --- — _. NEW BRIDGE WORKS. It results, as an invariable sequence of the law of demand and graduation in thickness and width of bars, rolled to unusual supply, that one great industry calls into existence other allied lengths, insures a prompt execution of all classes of bridge and manufactures especially adapted to facilitate and enlarge its produc- other work intrusted to us. tions. The demand for new forms of iron in our improved bridge By watching each step in the process of manufacture, and by construction, embracing channels, beams, hollow columns, and carrying out the careful system of tests instituted by us, not only "upset" or weldless tension chords, was promptly met by Messrs. at the mills,-where the bars are piled, rolled, and rerolled, and Carnegie, Kloman & Co., who erected large works adjacent to the in the smith-shop, where every precaution is observed by skilled shops of the Keystone Bridge Company. foremen to detect imperfections,-but also at our works, by conThe intimate relations existing between these companies, and the stant tests of specimens cut from bars designed for bridges, we are immediate proximity of their respective establishments, afford the enabled to determine whether the material, mixture, and working opportunity of observing and directing the special manufacture of of the iron are such as to render the quality satisfactory. the iron employed by us in bridge and other work, in all the varied When the quality is discovered to be below our requiremanipulations from the ore to the finished bar. ments, the causes can be, at once, determined. The mixture The quality of the ore and fuel employed, as well as the im- and kind of ores are then varied, and such care observed in the proved methods of heating and working the iron, are a guarantee manufacture as will produce results in conformity with our specithat the quality furnished by these and other large mills in Pitts- fications. burgh cannot be surpassed for bridge construction. A short description, with illustrations of the furnace and Union Our ability to obtain at our works all shapes of iron, and any Iron Mills, has been furnished for insertion. ~~~~~~~~~~~~~~~~~~~e~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~e~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... -7.....................GE W ORKS It results, as an invariable sequence of the law of demand and graduation in thickness and width of bars, rolled to unusual~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..................... supply, that one great industry calls into existence other allied lengths, insures a prompt execution of all classes of bridge and~~~~~~........... manufactures especially adapted to facilitate and enlarge its produc- other work intrusted to us.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.................. tions. The demand for new forms of iron in our improved bridge By watching each step in the process of manufacture, and by~~~~~~~~........ construction, embracing channels, beams, hollow columns, and carrying out the careful system of tests instituted by us, not only~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~........................................ hodwa rmtl e b esr.a hemls,-hretebrsaepierold ndrrlld n............... lrewok ajcntt te i tesmt-hower veypecuio sobeve yskle shop oftheKeytoneRrige ompny. oreen o...........................r wrks bycon The intimate relations existing between these companies, and the stant tests of specimens cut from bars designed for bridges, we are~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..........................................................................................................................d w o r k i n........... igaddretn h seilmauatr o fteirna- uc st rne h qaiystifcoy the iron employed by us in bridge and other work, in all the varied When the quality is discovered to be below our repuire-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.................................................................. nsth cussca b, t nc, eerind.Th mxtr...........................................nd of re a e he vaie, nd su h are ob er ed in th Our ability to obtain at our works ll shapes of iron, and any Iron Mils............................n KEYSTONE BRIDGE COMPANY. 9 UNION IRON MILLS. THE UNION IRON MILLS-CARNEGIE, KLOMAN & CO. The Union Iron Mills are located between the Allegheny Valley varying in weight from two pounds per foot to thirty-five pounds, Railroad and the Allegheny river, in the Fifteenth ward, Pitts- and including a number of sections made specially for the United burgh. They occupy about eight acres of ground, and consist of States Navy Department. The list of angles and L's is also comtwo distinct and complete rolling-mills, only one of which is shown plete. The other roll trains-eight, twelve, fifteen inch, &c.-are on the accompanying sketch, it being the intention of the firm to used for ordinary bar sizes, from three-sixteenths inches round, consolidate the works at an early day. The works contain thirty- square, or flat, upwards. seven puddling furnaces, fourteen heating furnaces, seven trains of The "Universal Mill" was the first successful mill of the kind in three-high rolls, and one "Universal Plate Mill." The beam train this country. It is an improvement (patented by Mr. Kloman) over and also the eighteen-inch bar train are perhaps the most complete similar mills in use in Europe, and is designed especially for rolling mills in the country; they are covered by a fire-proof building and heavy flat bars or plates up to thirty-six inches in width, with are operated with five Seimen's heating furnaces. The beam sound and true edges, avoiding the necessity of SHEARING. Bars or train has a capacity of five hundred tons of beams or channels per plates to thirty-six inches in width, and of any desired thickness, are week. The sections made on this mill include ten sizes of chan- rolled on this train. The quality of all the iron made is specially nels and twelve sizes of beams, varying fi-om three pounds per lineal adapted for bridges, or other structures where quality is essential. foot to sixty-seven pounds per foot. The eighteen-inch mill is spe- The pig metal used is made by the firm at their "Lucy" furnace, cially adapted for large flats, rounds, and squares, of unusual sizes which is located a short distance from the mills on the river and or lengths, and for angles, T bars, and other shapes. Of these railroad. The height of the stack is 75 feet, and the diameter of sections, there are rolls for twenty-two different sizes of T bars, the base 20 feet. At the time it was built (1872) it was the largest 10 KEYSTONE BRIDGE COMPANY.. _ _,..........................,. D......................,... > LUCY FURNACE. furnace in the United States. Since it has been in successful opera- metal, and a very high grade of forge iron (red-short). The magtion two or three other furnaces have been erected, in different parts netic ore produces excellent foundry iron and an equally good of the country, of the same diameter of bosh. The blowing- forge iron (neutral). By a mixture of these ores, either red-short, engines, three in number, (one being in reserve,) are direct-acting cold-short, or neutral iron can be produced. The average yield in vertical engines. The diameter of the air-cylinders is 84 inches, metallic iron from these ores is sixty-seven per cent. from the the stroke 48 inches. The steam-cylinders have a diameter of 35 "specular" and sixty-eight and one-half per cent. from the "maginches, with 48 inches stroke. The steam-boilers, eight in number, netic." The average production in metal by the "Lucy" furnace are plain, cylindrical boilers, 42 inches in diameter and 60 feet long. has been the largest known weekly production. The hot-blast stoves, four in number, are a modification of the The fuel used is coke made from the slack of Pittsburgh coal, " Player" patent. The boilers and hot-blast stoves are supplied twenty miles from the works, on the line of the Pennsylvania Railwith gas from the stack-no coal or other fuel being used. The ore road, at Cokevale station. The slack is washed by machinery besmelted is brought from Lake Superior from the celebrated " Klo- fore coking-the sulphur and shale being entirely eliminated. The man" mine, the property of the firm. The mine yields two kinds coke produced by this process is of a very superior quality. The of ore-" specular" and "magnetic," both of which are found "in yield of the furnace in metal, and the reputation it has acquired, is place" in the same general vein, although not intermixed. The in no small measure due to the excellent quality of the coke-to the specular ore is red-short, and makes a fine quality of Bessemer manufacture of which great care is given. KEYSTONE BRIDGE COMPANY. 11 All the buildings about the furnace are strictly fire-proof, and are Specimens of iron furnished by Messrs. Carnegie, Kloman & Co. arranged for two stacks. A portion of the machinery for the second for the great double-roadway iron bridge, 348 feet span, being stack is now on the ground. erected by the Keystone Bridge Company, over the Schuylkill The general office of the firm is on Thirty-third street, Pittsburgh; river, at Fairmount, Philadelphia, are subjected to tests at our the eastern office at 57 Broadway, New York. works, as the different forms of iron are manufactured. The following shows the results of comparative tests made of The resistance to rupture is shown in the following table, recordvarious irons from stock at St. Louis:- ing the first series of tests:Breaking Average tensile strength per Diameter of strain per Number of pieces tested. square inch. SHAPE OF SPECIMEN. specimen. square inch REMARKS. Inches. of specimen. DESCRIPTION AND MAKERS OF IRON. __ ___ Pounds. Parallel Grooved Parallel Grooved cylinders. cylinders. cylinders. cylinder. Grooved. 6 cylinders, cylders d PGrooved cylinder,.. t 6500 } Cut from a round bar I inches diameter. ~_______________________________________________________________________.75 68,174 I " " ~75 64, i63 "Sligo,"............. 3 3 41,963 48,330.. 75 65,50 Round "B," from Southers & Co., 3 3 49,440 54,310 "B," from Graff, Bennett & Co., 3 47,390 53,400 "..75 65,500 I 4 "Tennessee,"............ 6 6 46,360 54,273.. I,500. "Tennessee,"3 3 47,030 54,300 "Tennessee,"........... 3 47,030 54,3' 75 64,163. "K entucky,".....9 9 47,937 54,463 " ~.' 75 60,153 Chouteau, Harrison & Valle,...... 3 3 51,510 58,510 cc"..5 65,500 " " IX.. i " Sable,".............. 3 3 49,060 56,493.' 751 69,50o.. / Carnegie, Kloman & Co.,.... 63,300..75 70837 " Carnegie, Kloman & Co.,...... oo.... 60,000.. 2'' Carnegie, Kloman & Co.,... 63300.. 75 656,875.75....""~ 66,837 12 KEYSTONE BRIDGE COMPANY. LONG-SPAN BRIDGES OF AMERICA. The application of iron and steel to the construction of bridges Bellaire and Parkersburg, with spans of 350 feet, and the great of considerable span is of recent date in this country. span of 420 feet in the Newport and Cincinnati bridge at Cincinnati, As late as 1862, it is believed that the Green river bridge and all of which were constructed by the Keystone Bridge Company, the Monongahela, with spans of 200 feet, by Fink, and the Schuyl- from designs prepared under the immediate supervision of their kill bridge, by J. H. Linville, with spans of I92 feet, were the longest President. iron spans in the United States. The Parkersburg bridge has two spans of 348 feet, four of 200 The tubular bridges at Montreal and over the Menai Straits, by feet, with numerous shorter spans. The Bellaire bridge has one Stevenson, and the parabolic truss at Saltash, by Brunel, were the span 348 feet, one of 250 feet, four spans 200 feet, and a numgreatest spans erected by English engineers. ber of 107 feet spans, the approach consisting of forty-three stone The Steubenville bridge, containing a span 320 feet in length, arches, 28 feet 4 inches each, on a five-degree curve. Cost about was the pioneer of long spans in the United States. Its design and $i,ooo,ooo. J. L. Randolph, Chief Engineer. construction were intrusted, in I862, to J. H. Linville, C. E. In the The Louisville bridge, constructed by Albert Fink, contains the execution of the work special provision in tools, machinery, testing next longest span in the United States, being 400 feet in length. apparatus, and appliances for erection, was rendered necessary in Spans of 300 feet have been erected at St. Charles by Shaler Smith, consequence of its unusual dimensions and proportions. and over the Missouri river at Atchison by the Detroit Bridge The Monongahela bridge at Pittsburgh, with a span of 260 feet Company. for double track, was constructed simultaneously from the same The cut illustrates the system of construction adopted at Steupatterns. benville, Bellaire, Parkersburg, and Cincinnati, being copied from CHANNEL SPAN OF NEWPORT AND CINCINNATI BRIDGE. (Span, 420 feet.) After the completion and success of these works, followed the a photograph of the channel span of the Newport and Cincinnati Baltimore and Ohio Railroad Company's bridges over the Ohio at bridge. This is the longest truss in use in this country. The same KEYSTONE BRIDGE COMPANY. 13 general design, submitted by J. H. Linville, Chief Engineer, has been height of structure, length of spans, volume of water, and depth to selected and approved for the great bridge over the Hudson at rock, render this project probably the grandest and most difficult that Poughkeepsie, N. Y., with five spans of 525 feet each. engineering skill has ever been required to undertake and accomplish. _______.. -"- _= _ = HUDSON RIVER BRIDGE, AT POUGHKEEPSIE, N. Y. (Span, 525 feet.) These will be the longest spans of truss-bridge ever attempted in Pivot bridges were generally constructed, previous to 86o, of two this or any other country. The success of previous works, on similar disconnected spans, sustained by guys depending from a central plans, is the best evidence of their practicability for extended spans. tower, or with guys to aid in stiffening wooden trusses. The distance from high water to the lower chord is limited by In the Schuylkill bridge these accessories were omitted, the the charter to 130 feet. trusses being designed to be self-supporting when revolved on the The grade will be elevated 90o feet above high water. pivot centre. The eastern approach consists of four spans of 260 feet, and five This method of construction now prevails almost exclusively. spans of 135 feet, at varying elevations. The accompanying illustration, taken from the Keokuk bridge, The depth of water varies from fifty to sixty feet. The immense shows the pivot span, 387 feet in length. |14 KEYSTONE BRIDGE COMPANY. PIVOT BRIDGE OVER THE MISSISSIPPI RIVER, AT KEOKUK. This span and those of similar design at Dubuque and Kansas The bridge over the Connecticut, at Middletown, consisting of four City, each 360 feet in length, also Cleveland bridge 325 feet, and spans 200 feet, and a pivot span 300 feet, exhibits various pecuChicago 225 feet span, were constructed by the Keystone Bridge liarities. The bridge was designed in accordance with patents Company. granted J. H. Linville, and Messrs. Linville & Piper. CONNECTICUT RIVER BRIDGE, MIDDLETOWN, CONN. KEYSTONE BRIDGE COMPANY. 15 The distinguishing features are the absence of verticals,-the ties The contract for the supply of materials and construction of this and struts being inclined at an angle of forty-five degrees. great work was awarded to the Keystone Bridge Company. The struts are tubular, and being intersected at three intermediate The steel was mainly furnished them by the Midvale Steel points and trussed by combination with the ties, their tendency to Works, Philadelphia. deflect is effectually prevented. The combination is economical, The machine-work on the steel tubes, &c. required tools of large and has proved very effective and entirely satisfactory. The ties capacity and great accuracy. Its execution developed numerous being arranged in pairs, obviate the tendency to warp the web, mechanical difficulties, which were, in turn, successfully mastered. noticeable in lattice-bridges of the usual type. The satisfactory execution of this work does great credit to the The introduction of steel in this country, in compression, for ability and skill of our General Manager and his able assistants arches of great extent, is due to Capt. J. B. Eads, chief engineer in charge of our mechanical departments. The bridge now so Illinois and St. Louis bridge. nearly completed is pronounced by all to be the finest mechanical The spans of the St. Louis bridge arches are 515 feet and 520 specimen of bridge work in the world. feet, being the longest existing spans in the world. The design The method of erecting these immense steel tubes, without any reflects great credit on the chief engineer, and his principal assistant, of the usual appliances of scaffolding or support from below, is Colonel Flad. shown in the illustration copied from a photograph. ILLINOIS AND ST. LOUIS BRIDGE.-MODE OF ERECTING ARCHES.._. _ _ _ _ _ _ _ _ _ _ _ ___ ~~i~t.... ~~-~ —~.~~~~~~~EIOS ADS._IOI RDE-MD O RCIGACIS 16 KEYSTONE BRIDGE COMPANY. The intention, from the assumption of this undertaking by the the heel of the arch over towers standing on the arches at a discontractors, was to erect by the aid of guys depending from the tance of one hundred and fifty feet from the abutments. Auxiliary masonry and by cables passing over temporary towers. guys were used at intermediate points-at intervals three panels in Captain Eads urged the use of catenary cables, extending over length. towers placed on the piers and abutments, and anchored at the The scaffolding on top of the arches was used in erecting the approaches. cables, and for the purpose of maintaining them in straight lines. Investigations showed that this method would be expensive and The erection was commenced at the west abutment, and ateach uncertain. The difficulty of maintaining these cables in the assumed side of the first pier. The cantilevers on opposite sides of the pier curve when supporting the constantly varying weight of the arches balanced each other. The sections of the arches were hoisted from as they progressed from the abutments and piers, led Mr. Linville boats, and added in succession, until the semi-spans met, and were to propose, early in 1871, in his instructions to Walter Katte, made self-supporting by the insertion of the closing tubes. engineer in charge, the use of direct guys and back-stays depending During the entire operations, the rams were operated automatifrom temporary towers. These suggestions embraced the leading cally by means of a balance-gauge and proportional weights, to principles of erection adopted, securing direct support to the arches compensate for variations in the lengths of the cables, due to at a sufficient number of fixed points, strains and thermal changes. It was subsequently suggested by Colonel Flad to use guys The erection was conducted under the immediate superintendence passing over towers, the guys or cables being made adjustable by of Walter Katte, the engineer of the Keystone Bridge Company. means of hydraulic rams placed on the summit of the towers, to The designs for most of the erecting apparatus were submitted by compensate for changes of temperature. him and approved, after certain modifications, by the executive The officers of the Keystone Bridge Company fearing accidents officers of this Company. They take pleasure in acknowledging to the rams and difficulty in repairing the same, substituted movable the aid of Colonel Flad, who manifested great interest in the success towers, supported on the rams, which were placed on the masonry. of the plans, and rendered much valuable assistance in their prepaProvision was by this means made for safety in event of accidents ration and execution. to the rams, and for the removal and renewal of the rams, if found The extensive plant required for the manufacture and erection defective. of these great works, and the experience necessarily acquired in The engineering profession are familiar with the operations. their execution, give to this Company peculiar advantages in Many persons visited the work during erection, and the success- undertaking and carrying to successful completion any great works ful closing of the first arches was heralded throughout this country of substructure or superstructure. and Europe as "the greatest achievement of engineering science in Classified lists of the bridges constructed by the Keystone the world." Bridge Company are given near the end of this work. They will The illustration shows the towers, main cables reaching over be found to embrace a large majority of the important structures the same to the anchorages, and secondary cables passing from in this country. KEYSTONE BRIDGE COMPANY. 17 GENERAL PRINCIPLES OF CONSTRUCTION. The early examples of iron bridges constructed in the United the manufacture and erection of railway bridges, roofs, and other States bear a striking resemblance to their wooden prototypes. It engineering works, has followed as the legitimate result of wellis apparent that, in designing these structures, due care has not digested plans and sound principles of construction. been observed in estimating the effects resulting from moving loads, Discarding alike the foreign precedents of splendid but expensive or in proportioning and combining the parts to offer the highest engineering, and the early American examples,-crude in design, resistance. defective in quality of material, proportions, and details of construcMany portions of these bridges present an excess of strength, tion,-the officers of this Company, by the application of scientific while other parts are deficient in size and so imperfectly united as principles, careful observation, and mature judgment, influenced and to render them valueless. corrected by practical experience, have originated and brought to It is true that later builders have avoided many of these errors, perfection a class of railway structures which, in material, design, but instances of erroneous construction are still of frequent proportion, and details of construction, have not been excelled in occurrence. this or any other country. It too often happens that parts resisting tensile stresses are not Their distinguishing features are lightness, strength, and economy, combined in such manner as to render the entire sectional area attained by employing wrought iron in tubular forms for compresefficient in sustaining loads. By some of the methods employed sive strains, and weldless links in tension members. in connecting bars and plates a loss of twenty to thirty per cent. is The forms of iron rolled to shape for use in tubular struts, chords, caused by screw-threads and rivet-holes, and arches, and the upset links and bars, are now generally speciBy varying the form of cross-section and the manner of combin- fled for all first-class structures. ing pillars or struts with the other members of a truss their effi- The superiority and economic value of tubular forms for struts ciency may be greatly increased and much useless material saved. or compressive members, and weldless ties for tension members, The extraneous weight resulting from such defects in proportion, (by the employment of which a minimum weight with a maximum form, and connections must be carried by the efficient port"- ns of strength is attained,) are self-evident. the material, reducing considerably the available stre of the No surer indication of the popularity and efficiency of these forms bridge. is necessary than is afforded by the efforts of other builders to meet But accuracy in proportion and refinements in the methods of the demand by introducing the prominent features of these invencombining the parts do not embrace all the prerequisites to insure tions. immunity from accidents. The quality of materials employed and The patents owned or controlled by this Company cover numerthe limit of strain assumed are, perhaps, more important elements ous details of great value in construction. of security. Among these may be classed hollow wrought-iron columns of Perfection of workmanship, by which each part is made to fit various approved forms; tension chords and suspension bars, manuaccurately and bear uniformly its due proportion of stress, precludes factured by our improved processes; the disposition of lower chords uncertainty of action in the numerous parts of a complicated and suspension ties between ribs on the bases of the posts, and the structure. While numerous failures of bridges and roofs have re- provision for inspecting and repainting every part of the iron work. suited from inaccuracy in proportions and a deficiency of mate- While tubular chords may be well adapted, theoretically, to rials, instances are not wanting in which similar catastrophes are resist the direct compressive strains, the necessity for intermediate directly traceable to the use of an inferior quality of iron and joints of cast iron at every post to facilitate the connection with the unskilled workmanship. struts and ties, and the danger of deterioration by oxidation, render The unexampled success of the Keystone Bridge Company in their use of doubtful expediency. 18 KEYSTONE BRIDGE COMPANY. The early decay of all such structures will soon induce careful 4. Form and arrangement of details. and conscientious engineers to exclude them. In the bridges erected by the Keystone Bridge Company, provi- 5. Adaptation to locality and service. sion is made for painting the interior of struts by spreading apart the bars composing them. The increased first cost is more than 6. Specifications. compensated by the greater durability of such structures. It is obvious to any reflecting mind, that very thin tubular columns MATERIALS USED IN CONSTRUCTION.-When any material is placed over damp situations must be seriously weakened by corro- strained either by a tensile or a compressive force, the elastic reacsion in a few years, while columns that can be kept constantly tion of the fibres (equal to the force applied) is proportional, repainted may be preserved indefinitely. within certain limits, to their extension or compression. Beyond this limit the law as above stated ceases to apply; and In designing and constructing bridges, the following points the change of length no longer regular, increases more rapidly with deserve consideration:- each additional unit strain applied, than the reaction due to the elasticity of the fibres. Permanent set and, ultimately, rupture, must I. The exercise of care and discrimination in the selection of result from the continued application of increased weights. materials. The sensible limit of uniform elastic reaction is termed the limit of elasticity. II. Accuracy in proportion. The weight in pounds requisite to elongate or shorten a bar the transverse sectional area of which equals one square inch, by an III. The employment of materials-subjected to strains of ten- amount equal to its lez1gtl/,-on the imaginary hypothesis that the sion or compression-in the form best adapted to resist these law of elasticity holds good for so great a range,-is termed the strains; by this means securing the maximzum of strength with the modulus, or co-efficient of elasticity. This co-efficient, designated minimum quantity and weight of material. by the symbol E, can be correctly deduced only by carefully-conducted series of experiments, in which the applied unit of strain lies IV. Perfection of details and connections, by which is secured the within the limit of elastic reaction. greatest efficiency of the materials employed. It is self-evident, on the hypothesis that the extension or compression will be proportional to the weight applied, that the elonV. Special adaptation of every structure to the locality, and the gation i, of a bar one inch square due to the applied weight per service it is required to perform. square inch f, will be to that weight, as the length I of the bar is to E, the modulus, or weight required to extend it a length equal to 1, VI. Specifications of the loads to be carried, factor of safety, or f::: E quality of materials, details and character of workmanship that fl have been demonstrated by investigation and experience to be whence E - and A essential to insure the requisite strength, safety, and durability of expressions are of convenient application in determining bridges designed for roadway and railw-ay traffic. jThese expressions are of convenient application in determining bridges designed for roady ad r y the modzzulzs of elasticity from experiments on bars of any length, and the extension or compression of bars due to any applied A few pages will, therefore, be devoted to the following subjects extension or compression of bars due to any applied: weight. |. Quality and strength of materials. To vary the expressions for any sectional area S, the total strain ~~~I~~. Quality andstrengthF applied must be divided by the sectional area S, and the general 2. Proportions of structures. formula for any cross-section will consequently be as follows:- 2. Proportions of structures. 3. Tension and compression membEers. SE l El 3. Tension and compression members. S S KEYSTONE BRIDGE COMPANY. 19 It has been proved, by a series of carefully-conducted experi- By Hodgkinson's experiments, the co-efficient of compressive ments, that wrought-iron bars extend about.oooo8 part of their elasticity of wrought iron is 23,243,I79 pounds per square inch, length for each ton of two thousand pounds applied weight per and of tensile elasticity, in annealed bars, 27,691,200 pounds per square inch of sectional area, or T - S th part of their length per square inch. An elongation of.ooo8 per ton of two thousand two ton per square inch. This uniform rate of extension holds good hundred and forty pounds per square inch, would indicate a co-effiuntil the applied weight has been increased to ten or twelve tons cient of elasticity equal to 28,ooo,ooo pounds. per square inch, after which the bars rapidly stretch, with greater In testing materials previous to their employment in permanent or less regularity, depending upon the quality of the iron. structures, the proof strain should never exceed the limit of The limit of elastic reaction is reached, according to some elasticity. authorities, at about ten tons per square inch, and the co-efficient of The practice of testing bars to, even, twenty thousand pounds per elasticity usually adopted, both for tension and compression, is square inch is objectionable, inasmuch as the strains are greater 24,000,000 pounds per square inch. than the material should ever be subjected to in a structure. If a bar of iron one inch square and ten feet long stretch.oooo8th A better method is to test specimen bars, for modulus of elasticity part of its length per ton per square inch, the co-efficient of elasticity and ultimate strength, and test the bars to be used in structures to would be E=. 8o x=25,000,000 pounds. one and a half times the strain per square inch assumed as the The following experiments on temporary cable links for St. Louis maximum working strain. This working strain for wrought iron bridge were made at our works to determine the modulus of elas- in bridges, and structures subject to sudden shocks and vibrations, ticity:- should not exceed one-half the limit of elastic reaction, or about ten thousand pounds per square inch. E Lxperiments made on Six Upset Link Bars to determine their In all bridges designed by this Company, this limit of strain has Mlodulus of Elasticity. been adopted. In addition to the tests for tensile strength, especial care is exerNominal size, 6 inches X I inch. Area, 6.5 square inches. cised in selecting best grades of western irons, (which are superior Actual average size, 6.55 inches X 1.04 inch. Area, 618 square to the eastern anthracite metals,) and in the heating, piling, and inches. rerolling, or triple-rolling the same. Length of bar centre to centre of pin-holes, 27 feet 6 inches. The tensile strength of a specimen is not a certain criterion of its Length of bar on which " " was observed, 26 feet = 312 inches. adaptability to bridge work. A very hard, brittle iron will frequently snap, at a very high strain, without any considerable am Ra Ae of- elongation; while soft, tough, well-worked fibrous iron will elongate No. of pressure area. Strain on bar. bar. Strain per sq. Length Extension in Modulus. rapidly and break at lower strains. Pounds. inces. inches. Pounds. Inches. Inches. A-,. The former will often break short, with crystalline fracture, and is, therefore, manifestly unfit for bridge work; while the latter is 1 2^0 260 6^,000 6^ 9,^8 ^12 0.120 24,850,800 250 260 65,000 6 9,558 312 0.120 24,85800 always reliable for strains within its limit of elasticity. ~2 250 2 65,000 6- 9,558 312 0.120 a24,850,800 3 250 260 65,000 6- 9,558 312 0.120 24,850,800 The testing-machine is indispensable in determining the relative 4 260 260 67,600 6-p 9,941 312 0.120 25,846,600 moduli, the limit of elasticity, and the behavior of specimens 5 400 260 Io4,ooo 6-8 I5300 3oI 2 0. I8,3X. 406 26'03 104,000 T6 — s n o2 t e n or subjected to strains of tension or compression. 260 260 67,6oo 68$_ 9,941 312 0.120 24,846,6c o 6a 400 260 104,000 68 15,300 312 o0.85 25,803,300 Whether a specimen will snap short, after a slight elongation and 176,652,200 diminution of area, or stretch considerably, with a marked decrease Average modulus on seven experiments, 25,236,030 of the section, and the extent to which these changes occur, is readily ascertained by experiments made in a suitable apparatus. This average modulus indicates an extension of 12 h th part of While such experiments are valuable in determining certain the length for each ton of two thousand pounds, applied strain, per qualities of the material, they fail to disclose many inherent defects. square inch of sectional area. The experiments of Kirkaldy, and the numerous trials made 20 KEYSTONE BRIDGE COMPANY. almost daily at our works, prove, conclusively, that cylinders of punching, welding, breaking, and other well-known processes, uniform diameter will break at from seven to ten thousand pounds more reliable information can be obtained, as to the purity, density, less strain per square inch of original area than specimens of the toughness, and other qualities of the material, and its fitness for same iron when tested in cylinders in which a short groove has the purpose to which it is to be applied. been turned. The effect of this groove is to limit the locality of The decrement of length of wrought iron, subjected to compresthe breaking point, prevent any considerable elongation, and to sion, averages.oooI of the length, for each ton per square inch, cause the specimen to snap with less reduction of area. until ten to sixteen tons per square inch have been applied, after It is further shown that a high breaking strain may, in some which the specimen begins to bulge or distort. instances, be due to the iron being of superior quality, dense, fine, In thin tubes or cells this distortion occurs with a pressure of and moderately soft; but such results are generally due to hard- thirty-six thousand to fifty thousand pounds per square inch of ness and the absence of ductility, the breaking strain failing, in sectional area; the latter in short, hollow cylinders. most instances, to indicate the reliability and fitness of the material CAST IRON is a brittle material and liable to numerous defects. for bridge work. The average ultimate tensile strength is about sixteen thousand The breaking strain of fractured area affords indication of the pounds per square inch, and the resistance of short blocks to corncomparative ductility of different irons. pression is about ninety-five thousand pounds per square inch. Frequent working improves the iron and renders it less liable to The ultimate extension of cast iron averages p6-1th of the length, snap. A hard, dense iron is shown to be best adapted to resist while the compression, under the same strain as is required to compression. determine its ultimate tenacity, is j-th of the length. The practical test of general quality and adaptation should be The decrement of length under compression, per ton per square made in the smith-shop. By bending cold, heating, hammering, inch, averages about.oooi8 of the length, while the increment of TABLE OF TESTS. Original dimensions. Dimensions after test. Breaking weight per square inch. No. of Elongation. Distance Strain per Elongation due Modulus. Limit of Test. Length. Breaking Breaking Length. Per cent ta this strain. elasticity. Of original Of breaking Diame Area. Inches. diameter. area. Inches. Inches. Pounds. area. area. i 0.999 0.785 Io.5 0. 0.687 II.5.o95 6.5 12,700 0.0032 25,790,000 22,900 49,400 56,300 2 0.998 0.782 IO.5 0.873 0.598 12.25.166 6.7 12,700 0.003325 25,500,000 25,500 54,000 72,000 3 0.998 0.782 1o.5 0.936 0.688 11.6 -10.47 6.8 I2,80ob 0.0034I 25,520,000 24,300 49,800 56,600 4 i.ooo 0.785 11.125 0.871 0.596 12.75.I274 6.7 12,730 0.00315 27,070,000 25,400 47,770 62,900 5 1.003 0.790 10.5 0.840 0.554 13.00.238 6.55 12,600 0.002925 28,200,000 21,500 48,700 69,400 6 1.002 0.788 10.5 0.887 o.618 12.4.181 6.45 12,600 0.003 27,400,000 24,100 46,900 59,800 7 1.003 0.790 io.6 0.900 0.636 12.9.217 6.525 12,600o 0.0032 25,700,000 20,250 47,Ioo 58,500 8 0.998 0.782 7.9 0.699 0.384 9.8.24 3.6 12,800 0.00215 21,430,000 21,600oo 47,770 97,600 9... 0.7917 12.00... 0.4657...242 6.68..... 28,I00,000 28,000 56,840 96,629 io... 0.7980 11.oo00... 0.4418....27 6.63 26,000,000 25,000 50,125 90,538 II... 0.7854 iI.00... 0.5153 ~.23 6.3...... 30,000,000 27,000 49,814 75,927 12... 0.8028 7.00... 0.5675... 18 3.6...... 32,000,000 24,000 51,712 72,625 13... o.806 7.00... 0.4536....30 3.5 -... 30,000,000 29,000 50,087 89,011 14 0.4477 7.00... 0.2376....253 3.75 30,000,000 28,000 50,536 95,223 I5... 0.4477 7.00... 0.2552....25 4.00...... 32,000,000 26,000 5I,373 90,126 These tests were made with uniform cylindrical test pieces, without a "groove" or "breaking-point" being turned in them. Nos. I to 7, inclusive, were single-rolled, hard iron, from Messrs. Spang, Chalfant & Co. No. 8, single-rolled, soft, fibrous iron, from Messrs. Lyon, Shorb & Co. Nos. 9 to I5, double-rolled, soft, fibrous iron, from Messrs. Carnegie, Kloman & Co.-Tests made by C. A. Uber, U. S. N. KEYSTONE BRIDGE COMPANY. 21 length under tensile strains averages.00024 of the length per ton Investigations were made in I857 by the President of this Comper square inch. pany to determine the applicability of cast steel to bridge construcChanges of temperature affect cast iron more than wrought iron, tion. It was not found advantageous except for compressive the relative rates of expansion for wrought and cast iron for a members of long spans where the saving of dead weight becomes change of I~ F. being.ooooo69, and.0000062 of their length. a primary consideration. Its use, in the Illinois and St. Louis Cast-iron tubular columns and chords are liable to inequalities in bridge, being constructed by this Company according to the designs the thickness of the metal. of James B. Eads, Esq., has afforded opportunities for making The buoyancy of the liquid metal causes the cores to rise. It is, experiments with large masses, which confirm the above conclusions. consequently, difficult to maintain them in their true central position. When the requisite provision is made to resist flexure, steel of The impurities of the metal frequently settle to the lower side of the high quality may be safely subjected to compressive strains equal casting, and the metal flowing from different inlets chills before meeting. to one-half its elastic limit, which ranges from forty thousand to These, and the efforts of confined air to escape, cause the castings sixty thousand pounds per square inch of sectional area. to be of unequal thickness, and to present numerous defects, such Tension members of steel should be made of small, well-worked as honey-comb, cold-short, blow-holes, &c., while rapid and unequal bars, forged to the form required, without welding or upsetting. cooling produces inherent strains and renders the casting liable to In connecting-pins it may be employed to advantage. break under slight shocks. It is believed that true economy indicates the exclusive employTubular castings for bridges should be cast on end, in dry-sand ment of wrought iron and wrought steel, in the most approved and moulds. The metal should be carefully skimmed, and the casting durable forms, in bridge construction. should be allowed to cool slowly and uniformly. The material should, in all cases, be manufactured with special By this process, carefully conducted, many of the defects inci- reference to the duty required of it, so that, in quality and form, it dent to tubular castings may be avoided. may be best adapted to resist the stresses to which it may be Upper chords of cast iron, made in this manner and designed so subjected. as to exclude water, can be safely used in bridge construction; but That its strength may not be impaired by the rapid and certain a decided preference is given by this Company to columns and reduction of area by oxidation, it is imperatively necessary to make compression chords entirely of wrought iron. the requisite provision for repainting all portions of the structure. Cast iron is used by this Company only in short blocks or flat, solidly-bedded plates, which are subjected to compressive strains, PROPORTIONS OF STRUCTURES.-Bridges should be proportioned and, in some instances, in bases and capitals of posts, washers, that each part will have the same relative strength as all the other gibs, &c. Should any portion be subjected to tensile strain, the parts, within the elastic or safe limit, under the maximum effects safe limit is assumed at one and a quarter tons per square inch. resulting from their dead load and the maximum moving loads, Cast steel is readily injured by heating, upsetting, or punching, due allowance being made for the destructive effects of impact and welds with difficulty, and snaps readily at any shoulder or indenta- vibration. tion. Unless forged to the form in which it is to be employed, it The panel system and floor-girders should be designed to sustain cannot be advantageously used in tension members of bridges. weights varying as the length of panel, to be determined by ascerLarge bars of steel break at low strains when attachments are taining the greatest possible weight that can be made to occupy a made on the surface, as by nuts or collars. This is probably given girder, or a given length of track equal to one panel, by the owing in a great measure to the unyielding nature of the material. heaviest locomotives in use on the line. The surface cracks before sufficient elongation occurs to permit The chord system should be proportioned for the heaviest posthe strain to be diffused throughout the entire mass, and the bars sible load that can be thrown on the bridge by assuming an excess consequently fail in detail. for impact and vibration over the average weight per lineal foot of The imperfect working of large bars, and the inherent strains the heaviest trains. On all railways it is a frequent occurrence for produced by drawing, may account for a considerable reduction in several engines and tenders to be coupled together, drawing heavy their comparative strength. trains. 22'KEYSTONE BRIDGE COMPANY. The strains on the chord system, determined by combining the This excess of engine weight over average variable load should effects of the uniformly distributed and the assumed average vari- be greatest for short spans, and may be diminished as the length able or moving load covering the entire bridge, must be increased and dead weight of span increase. by the increments of strain due to the effects of the excess of engine- The engine designed for the Newport and Cincinnati bridge load, on the panel system, over this average distributed load. weighs over thirty-nine tons, on a wheel base of ten feet. This is If an engine be placed in the middle of a long train covering the not an isolated example. entire bridge, or in advance of a train and closely following the rear For main lines of traffic, it is not considered prudent to assume of another train, equal in weight per lineal foot to the assumed less than forty tons in a span of twelve feet,-stringers spanning maximum average load, it is evident that the maximum stress on over twelve feet should be sufficiently strong to carry one and onethe centre of the chords will occur when the engine is at the centre half tons per foot for each additional foot. The excess of average of the span, and the increment due to the excess of engine weight live load per lineal foot (exclusive of excess of engine weight) over over the assumed variable load, uniformly distributed, will decrease, the average weight per foot of heaviest trains is allowed,to compensate in a certain proportion, as the engine approaches the end of the span. for the destructive effects of vibration due to impact and high speeds. An increase of the strength of the panel system, without increas- The following table of weights of engines, and average weight ing the chord system, can be justified only on the supposition that per lineal foot concentrated on drivers, has been compiled from the such a distribution of the load, as has been described, may never occur. illustrated catalogue of the Baldwin Locomotive Works. Every engineer and railway man can recall instances when several engines have been coupled together, in removing snow, &c., TABLE I. or in drawing heavy trains. New locomotives, of the heaviest class, are daily drawn in the Det. Average Aoverag midst of long trains laden with heavy freight. DESCRIPTION OF ENGINE. cet driving- wee. ighaf e ne DINextr'me wheels t. of In. engine. h eas These resultant strains, caused by possible concentration of loads, 6 driver. on. drrs. tra must be considered in all well-proportioned structures. Their i Passenger and freight...... 6.6 o,o 4,61- 20.13 0,000 2,4 80 omission by many bridge-builders undoubtedly economizes mate-...... 7. 3000 4,5 50,0002 by brige-bulds2 4 7.0 35,000 5,000 20.734 55,000 2,660 rials, by reducing the chord section, and thereby diminishes the 3 ".. 4 7.8 39,000 5,087 21.3 60,000 2,820 cost, but cannot be justified by correct reasoning. 4 " " ".. 8.4-0 45,000 5,625 22.64/ 70,000 3,111 * y r r 1- r r t 1 1- 1 t * * * * 5 Ten-wheeled freight,..... 6 I2.I 5I,000 4,220 23.O 67,0oo 2,910 It is a well-established fact that the live load is more injurious to 6 T en-wheeled fei gl,"6 12. 57,000 4,220 2-3. 67,000 2,91 6 Pushing-engine "Mogul," 6 14.o 57,000 4,o71 21.4 66,00o 3,094 the parts of a bridge than the stationary or dead load. In short 7 " " ".. 6 I4.6 62,000 4,280 2I.IO 7I,000 3,250 spans, where the dead weight is small in comparison with the live 8 " " "...6 15.0 66,ooo 4,400 22.5 76,000 3390 load, and where the engine and tender nearly, if not entirely, cover " C Consolidation, 8 49 87,000 5,900 2I.I 96,000 4,400 io Switching-engine, separate tender, 4 6.0 34,000 / 5,666 6.0 34,000 5,666 the entire span, the injurious effects produced by the live load are nII c. ca. 4 7.0 38,000 5,428 7.o 38,000 5,428 readily perceptible. 12 " " ". 4 7.6 56,ooo 7,466 7.6 56,000 7,466 The deflections, and the destructive effects caused by a moving 13 " ".. 4 4.8 30,000 6,430 iI3 35,000 3,1I1 ir14 ".6 9.9 52,000 5,333 9.9 52,000 5,333 load, increase with the speed of trains; and trains generally pass I5 Tank switching-engine,.4 7.0 49,000 7,000 7.0 49,000 7, short spans at maximum speed. i6 "... ~4 7.0 56,000 8,ooo 7.0 56,ooo 8,ooo These and other obvious considerations render it essential, in 17 ".. 4 4.8 35,000 7,500 II.3 40,000 3,555 8. 4 7.0 50,000 7,142 14.7'2 56,000 3,830 proportioning bridges, to assume a uniformly distributed live load " " "..... 6 9 60, 6,I50 99 60,ooo,I0 in excess of the probable weight of average trains. This must be 20 " " ".... 6 o.o 66,ooo 6,6oo o.o 66,ooo 6,600 combined with the excess of panel weight deduced from the por- 21 Pass'randfreight,narrow gauge,. 4 6.6 25,000 3,846 I2.4% 30,000 2,424 tions of the weights of the heaviest engines concentrated on a 22 Fg, a gag6.7 31,0 30 3,000 2,6340 23 " ".... 9.4 36,000 3,880 I5.4 40,000 2,670 wheel base equal to the panel length. Allowance may also be made for the increased average weight, per lineal foot, occupied by In determining the greatest concentrated load that can fall on engine and tender on an adjacent panel. one panel apex of bridge (two trusses), we must consider the KEYSTONE BRIDGE COMPANY. 23 weight carried on a pair of drivers, and the distance between twenty-one feet ten inches, or forty-four tons on fourteen feet nine drivers, or the wheel base. A portion of the weight on drivers is inches, or a total load equivalent to about fifty-four tons uniformly transferred, by means of the rail-stringers, to the adjacent cross- distributed; therefore, spans twenty-five feet in length should be girders and the apices of adjacent panels. proportioned to carry at least five thousand pounds per lineal foot. The greatest weight that can be thrown on the centre of the Isosceles trusses with short panels require distributing stringers, stringers, for different spans, may be determined in the same manner, to distribute the weight borne by one pair of drivers over several and an equivalent distributed load may be assumed equal to twice apices. It is judicious, however, to assume six thousand pounds the weight at the centre. per lineal foot live load for fifteen feet, and three thousand pounds For instance, with engine No. 4 one pair of drivers would occupy per lineal foot for the remainder of the span, for spans of forty to the centre of an eight-feet span, and the equivalent distributed load sixty feet, and to proportion the panel system accordingly. would be twenty-two and a half tons, if we disregard the continuity In truss-bridges, with panels twelve to fifteen feet in length, the of the stringers. panel weight should vary from twenty-six to thirty tons. The uniThe following table for cross-girders for different panel lengths, formly distributed live load should not be less than three thousand and heaviest loads concentrated at apices of panels, has been com- pounds per lineal foot, for spans up to one hundred feet. Trains of piled from Table I.:- merchandise may average nearly two thousand pounds per lineal TABLE II. foot: trains of locomotives and tenders, nearly three thousand pounds per lineal foot.. Weight on one floor-girder spaced as W o p Allowing for differences (in loads) and for the effects of impact and am ~~ ~ below. Weight on one pair of stringers. efcsa ENGINE. ______________________ _ ____________ high speeds, the following table will exhibit the average live loads ENGINE. a ~ and panel weights that may be safely assumed for different spans:1.0 o I I I.I.5.0.... Excess of - Ia at H 0 h"Length Panel weight Average load panel weight Total movSpa f panel per lineal per lineal per foot over ing load. REMARKS. Feet. Tons. Tons. Tons. Tons. Tons. Tons. Feet. Tons. Pounds. (about). average Tons Newport andFeet. load. Cincinnati, 6io 13 13 I8 26 28 30 5 I3 26 1 o0,4o00 No. 6,... 4 7 4 4 4 181922 6 14 28 9,333... 6,ooo000 6,000... 30 Solid girders. No. 18,... 4 7 12.5 12.5 12.5 16 81 7 13 26 7,428 12... 6,000 6,000.. 36 No. 20,..6 io ii ii I7 222426 8 13 26 7,500 15... 6,ooo 6,ooo... 45 No. i6.......... 1014 28 5,600 20... 5,500 5,500... 5 N. and C.,. 12 17 34 5,666 2.. 5,000 5000... 62.5...... 15 20 40 5,333 30 15 6,000 3,500 2,500 71.2 Trussed or plate girders. ~401~5 ~6,ooo 3,000 3,000 82.5 " Short spans of six to ten feet may be subjected to loads of twenty- 50 15 6,ooo 3.000 3,000 97.5 Trussed, plate, or lattice girders. six to thirty tons, and they should therefore be proportioned for a 6o 15 6,ooo 3,000 3,000 1 2.5 r 75 12.6 5,000 3,000 2,000 125 Truss-bridge, single intersection. load of six thousand to nine thousand pounds per lineal foot. Spans 00oo 14 4,500 3,000 1,500 182 fifteen feet in length should be proportioned to support fifty-five 125 14 4,500 2,900 i,6oo 192.5 hundred pounds per lineal foot. I50 5 4,500 2,900 I 229.5 200 I4- 4,500 2,800 1,700 292 The centre load on a twenty-foot span from Newport and Cincinnati 250 I4 4500 2800 700 362 Truss-bridgedouble tersection. engine would be about twenty-five tons. The equivalent distributed 300 15 4,500 2,700 i,8oo 413.5 " load would be fifty tons. It will notthereforebe safetoassume less than 350 14 4,500 2,600,900 469 Truss-bridge, double or trellis. 400. 4,500 2,6 00:....... five thousand pounds per lineal foot, for spans twenty feet in length. 40... 4,500 2,600,00 534 450... 4,500 2,500 2,000 577 " Spans twenty-five feet in length, supporting an engine of thirty- 500 4,500 2,500 2,000 640. C.. nine tons on twelve feet, would be in the same condition, nearly, as if 550.. 4,500 2,400 2,100 675 loaded with twenty-six and a half tons at the centre, or fifty-three tons uniformly distributed. Engine No. 9 will throw forty-eight tons on These proportions of panel weight may be slightly varied. 24 KEYSTONE BRIDGE COMPANY. The uniformly distributed live load has been assumed sufficiently may be required; while in quiet solitudes fifty pounds per superficial in excess of the actual weight of average trains, as previously foot may afford ample strength. recommended, to compensate for the destructive effects of impact, Suspension bridges are generally constructed to span large openvibration, &c. ings, and the excessive weight required to support the loads here The long-span bridges, designed and erected by this Company, recommended for street and roadway traffic has, too frequently, have been proportioned for a transient load equivalent to three induced their designers to assume live loads much lighter than thousand pounds per lineal foot; and in localities where high speeds prudence andscareful investigation would seem to demand. may be maintained, the adoption of a less weight in the calculations, Examples are numerous in this country where thirty pounds per distributed as indicated, would not be considered judicious. superficial foot of roadway has been taken to represent the live load, For bridges designed for lateral roads and light traffic, where and under this load, and the weight of structure, the resulting strains light engines only are to be employed, a deduction of ten to twenty in the cables are about one-fifth their ultimate powers of resistance. per cent. in live load and weight of engine may be admissible. We have never had the hardihood to design suspension bridges to carry less than sixty pounds per superficial foot, with a factor of Roadway Bridges, City Bridges, Foot Bridges, Suspension Bridges. six for safety. Seventy pounds per square foot, with factor of safety of five, for Roadway bridges should be proportioned to support safely droves best iron or steel wire cables, with ample provision for increased of cattle, or heavily-laden wagons, and when sidewalks are added, strength and stiffness of the floor system, seem the least that can provision should be made to support the same when loaded with a be recommended, with due consideration for the safety and durability crowd of people. The fearful tragedy at Dixon, Ill., gives force to of such structures. this suggestion. The Keystone Bridge Company, in designing structures, estimate The minimum weight per square foot, on the floor appropri- for strains per square inch on the material, under the calculated ated to the roadway, should not be less than seventy-five pounds. maximum effects of the combined loads above stated, as follows:For the footways, which may be packed with people, one hundred Best rerolled bridge iron, in tension, ten thousand pounds per to one hundred and twenty-five pounds per square foot should be square inch. Best chord iron, in compression, short column, eight assumed as the maximum live load. thousand pounds per square inch. Columns, one-fourth the bending The floor joists and cross-girders, sustaining a panel length of stress, as determined by quality of material, the ratio of length to twelve to fifteen feet, should be capable of supporting safely a weight diameter, and the mode of fixing. Cast iron, in compression, in of fifteen tons on that portion of roadway, and five tons on one short tubes, eight thousand to ten thousand pounds per square panel length of each sidewalk six feet in width. inch; compression, in long columns,-factor six, strength determined In city bridges, carrying street traffic, one hundred pounds per by empirical formula, or by experiment. square foot of surface should be assumed as the minimum live load. The girders and joists should be of sufficient strength to support TENSION MEMBERS.-Members subjected to tensile stress should this load, together with the dead weight of floor formation, with be of uniform strength throughout, presenting the greatest possible strains not exceeding one-half the elastic limit. resistance to strains with the least weight and expenditure of mateThe destructive effects of vibration are increased, in roadway rial. The conditions are fulfilledbridges, by irregularities in the roadway, the tread of animals, the First.-By the employment of square or round bars, with screwmeasured step of infantry producing isochronous vibrations, a'nd ends enlarged by upsetting, so that the sectional area at the base of by numerous other causes incident to their use. For these reasons the screw-thread is equal to the area of the body of the bar. it is not considered advisable to assume a less factor of safety than Second.-Loops, formed on the ends of square bars by bending that recommended for bridges designed for railways. around the full section of the bar, and uniting the scarfed end to In the design and construction of foot bridges for public parks the body of the bar, exceed the strength of the bars, provided the or private grounds, greater latitude is attainable. On crowded reverse curvature of the loops is made with a radius of two to three thoroughfares one hundred and twenty-five pounds per square foot feet, in proportion to the size of the bars..,,~~~~~~~~~~~~~~~~~~~~~~-~ KEYSTONE BRIDGE COMPANY. 25 Third.-Upset eye-bars, or rectangular bars with the enlarged flexture, transversely, in every direction, and affording the highest ends made by compressing the iron, while hot, into moulds, by resistance with the least expenditure of material. immense pressure, fulfill all the conditions of uniform strength. To The great cost of lap or butt welded tubes led to the invention, obtain reliable eyes, it is necessary to upset the ends somewhat in by Messrs. Linville & Piper, of hollow posts, made by uniting excess of the required size, and, after reheating, reweld them under together specially-rolled sections. a steam-hammer, or by additional pressure. The addition of flanges, convenient in securing the edges, does The various methods employed to produce eye-bars of uniform not materially increase the lateral stiffness in the direction of the strength had invariably proved unsuccessful, until Linville & Piper, diameter taken midway between the flanges. The material in the in 1862, devised and demonstrated the success of their method of flanges would therefore be more economically disposed by inupsetting the ends. creasing the diameter or thickness of the shell. Welded bars were found to be reliable only for seventy-five per This Company usually employ the octagonal form-in order to cent. of the sectional area of the bar. preserve greater symmetry in the proportions of columns-swelled Howard and Ravenal rolled links, with the fibre impaired by the towards the centre. By increasing the diameter at the centre, and method of rolling, were not of much higher value. The usual separating the sections, greater resistance to flexure is obtained, process of upsetting by forging was unsuccessful, since frequent and the openings between the sections allow the interior of the reheatings reduced the section at the junction with the heads. column to be repainted. By the Linville & Piper patent, eye-bars are made to shape Patents were granted Linville & Piper in 1862 and 1865 for imunder pressure in moulds, into which the heated iron is forced by provements in bridges, embracing wrought-iron columns, the use immense pressure. of upset chord links, and various important details of construction. The head being slightly thickened,-say twenty per cent.,-the The first wrought-iron hollow columns of specially-rolled shapes area of the connecting-pin should be greater than the area of the were employed by Linville in i86i, in the construction of the iron bar, and the semi-cylindrical surface-bearing should be equal to the bridge over the Schuylkill river, near the U. S. Arsenal, Philadelphia. sectional area of the bar. The sectional area outside of the pin-hole Since that time wrought-iron columns have rapidly superseded should exceed by twenty-five per cent. the area of the body of the the use of cast iron in bridge construction. bar. By increasing the thickness of the heads the diameter of the Patents have since been granted to J. H. Linville for columns eye can, generally, be maintained at about one-half the width of the made of sections, united by transversely intersecting tie-bolts. bar. The bearing-surface for the pin, as well as the resisting area The material in the periphery is symmetrically disposed, and the at the eye, is more advantageously increased by thickening, than tie-bolts effectually resist all tendency to collapse or bulge under by increasing the width of, the heads. pressure. The patent of Messrs. Linville & Piper cover the use of eye-bars Experiments prove that columns united at intervals by transverse for bridge and roof construction. They first introduced them in a tie-bolts are stronger and more economical than riveted columns. bridge on the Junction Railway, and afterwards, in 1i86, in the Mr. Piper's lately patented column is well adapted to bridge or channel span of the Steubenville bridge, architectural work requiring ornamental forms. The introduction of these forms, and the use of tubular struts, by For horizontal or inclined compression members, the cylindrical decreasing the dead weight of bridges and increasing the effective- form is inferior to rectangular sections. The weight of the cylinness of the tensile and compression members and their connections, drical column or strut produces downward flexure. When cylinhave worked a complete revolution in the method of bridge con- drical columns are employed as leaning struts, provision should be struction. made to equalize their resistance to flexure. The chord connections formed by interposing cast-iron blocks COMPRESSION MEMBERS.-The cylindrical form of strut or column are open to objection. Upper chords should be continuous, and is the best adapted, theoretically, to resist compressive force, applied of one kind of material. vertically, in the direction of its axis. A hollow cylinder, of uniform Chords and inclined struts, made up of beams, channels, plates, thickness, is the only form of strut offering uniform resistance to &c., are more generally adopted by the best builders. 26 KEYSTONE BRIDGE COMPANY. FORM AND ARRANGEMENT OF DETAILS.-TO secure the best Bearing surfaces in pin-holes, and elsewhere, should always be of results with the minimum of material, the details of a structure such area as to resist, within the limit of prescribed strain per square should be so designed as to render the connections of equal inch, the weights they are required to support. strength with the parts combined, and to direct the resulting The weight of the moving load should be sustained directly from stresses through the' axial lines of the tension and compression the pin connections at the lower apices, or placed directly over the pins members. of the upper apices. When transmitted through the chords, acting as Every portion should be effective in supporting the loads, or in a beam, increased transverse strength must be given to the chords. resisting wind pressure and lateral vibrations,-the strength of a com- By using transverse floor beams, supported directly on the chords, posite structure being determined by the strength of its weakest part. or on auxiliary beams placed parallel to the chords, the floor can Uniformity of strains, with reference to the ultimate strength of be made more secure, at a slightly increased cost, than by the systhe several members, should be carefully preserved. tem of cross-girders and longitudinal stringers. When the latter By employing pin connections at the intersections of the chords, method is employed, auxiliary stringers should be placed near the ties, and struts of a truss, the component and resultant strains are trusses. Long cross-ties, spaced about two feet between centres, confined to directions coincident with the axis of the struts, ties, should be arranged transversely on the stringers. and chords. Longitudinal guard timbers, placed on top of the ties, may then be The chord bars should be distributed on each side of each sus- bolted through the ties and lower lines of stringers, thus effectually pension diagonal or tie. combining the whole. Such a combination, if planked over, would By this arrangement shorter pins may be employed, and all ten- carry a train, in event of accident to wheels or axles, and, in most dency to bend them may be obviated. instances, protect the trusses from injury. When all of the chord bars are disposed outside of the ties, the When members of a truss act both as struts and ties, provision length of the connecting-pin, as well as the bending moment, is should be made to prevent motion at, and consequent wearing of, necessarily increased. the pin connections. In the former disposition of the parts, the sectional area of.the pin It is generally more economical and effective to employ countershould be thirty-three per cent. more than the area of one chord ties to resist the disturbing effects of accidental loads. bar, or one tie, if the section of the tie is greater than that of the Upper lateral struts should bear against the chords in the line of chord bar. longitudinal strain. If placed above the upper chords, transverse In the latter arrangement, an increase of section is requisite to strain in the post will result. resist the moment of flexure due to the horizontal component of Lateral and diagonal ties must be adjustable to insure perfect the stress on the tie, and the increased length of the pin. alignment of the trusses. The struts or posts may rest on the pins with circular bearings, Upper chords can be made continuous, or be jointed over the or stand on the chords with flat bearings. posts. If joints are used they should be at the pin connections. With circular bearings, transverse and diagonal strains in the When jointed at each side of the posts, as by the method of struts must be resisted at the expense of nearly two-thirds of the short cast-iron joint-boxes, in combination with tubular wroughteffective strength of the strut. iron sections, the chords are less rigid laterally, while the sections The method adopted in our later improvements, by which pin may be readily displaced by violent concussions, resulting in certain connections are employed between the chords and ties, while the destruction to the entire span. struts or posts bear with flat ends on the lower chords, and support Every exterior part of a structure, as well as the interior of all the upper chords on flat end bearings, is most effective. rolled hollow members, should be readily accessible for cleansing The deflection in a truss cannot produce any appreciable or in- and repainting, by which means, alone, the safety and durability of jurious cross strain in wrought-iron struts so arranged. The corn- iron work can be insured. bination is more solid and compact, and the effective strength of a The Keystone Bridge Company has, since its organization, column with flat bearings is secured without any increase in the advocated these views, and adhered to them in all construction cost of the combination. designed by them, unless trammeled by specifications. KEYSTONE BRIDGE COMPANY. 27 While they will faithfully adhere to plans and specifications When the most economical length of span and depth of truss provided by their patrons, and execute contracts for work according have been determined, an undergrade bridge should be employed, to the design prescribed, the details and proportions of work provided the requisite clearance can be obtained. Should the clear intrusted to them will, in all cases, be designed with reference to headway required for floods be insufficient, an overgrade bridge the greatest effectiveness and durability of all its parts; and in the may then be employed, the track being placed near the level of the execution of the work no efforts will be spared to attain that lower chords. accuracy and perfection of workmanship of which their superior Overgrade bridges are more difficult to brace against wind prestools and appliances are a guarantee. sure, and the trusses are more exposed than undergrade bridges to accident from passing trains. ADAPTATION TO LOCALITY AND SERVICE.-The adaptation of High trusses, admitting overhead, lateral bracing, should be designs for bridges to the incidents of locality and scenery opens a employed in spans over seventy-five feet or one hundred feet in wide field to the architect, for the display of refined taste and the length. production of aesthetic effects. For spans shorter than seventy-five feet, better proportions are In subserving the requirements of railway traffic and roadway secured by employing low trusses, the upper chords being well travel, the skillful engineer may combine economy and strength stayed, laterally, by stay-braces footing into independent girders. with beauty of design and correctness of proportion. When the headway is limited, the track may be placed midway The grand structures that span our mighty rivers are beautiful in the depth of the trusses or on the lower flanges, the cross-girders by their apparent lightness and immense strength, resulting from of rolled beams being secured by gussets and stays to the trusses. a scientific disposition of materials. For all the requirements of locality and service, this Company The effect may be greatly enhanced by the selection of graceful has matured designs, or will prepare such as cannot fail to meet the and appropriate forms of truss, introducing ornamentation only to public wants. embellish the construction. They are not confined to any favorite design or mode of conIn the selection of a design, the locality as well as the service struction. should be carefully considered. Their aim is to manufacture and adapt their work to the views of For the deep ravine, the arch or the suspension bridge is gener- their patrons. ally most appropriate. While the plans and details, that have been matured and tested A series of graceful arches can be employed with the best effect satisfactorily by years of severe trial, can be recommended with for street bridges over wide rivers. The rigidity of arch bridges, confidence to engineers and the public, any changes that may be owing to the absence of a tension chord, renders them particularly suggested will be duly considered, and modifications from our appropriate for traffic requiring heavy paved roadways. standard forms will be made, when desired. In localities requiring spans of great length, suspension bridges A plan and profile of the locality, with precise information as to with stiffened roadway may be successfully employed. the location, capacity, and object of a proposed structure, will genFor street crossings, continuous beams, supported on columns erally enable us to prepare an approximate estimate and acceptable located at the curb lines, are less expensive than single spans, and design. require less headway. In parks or ornamental grounds, the light, graceful arch, the or- SPECIFICATIONS.-The bridges constructed by the Keystone namental lattice or truss, or the varied forms of the suspension Bridge Company conform to these general specifications. bridge, may, by skillful treatment, be made to harmonize with the Structures are proportioned to sustain rolling loads, and panel surrounding scenery, and to enhance its beauty. weights specified in the tables, unless otherwise ordered. Tensile In the construction of railway bridges, utility and safety are the strains resulting from these loads, together with the dead weight of ruling considerations. the superstructure, shall not exceed ten thousand pounds per square For this reason it is preferable to place the track on the upper inch of sectional area. chords whenever sufficient headway can be obtained for the purpose. Strains in compression shall be varied in proportion to the ratio 28 KEYSTONE BRIDGE COMPANY. of length to diameter of columns and chords, by Gordon's formulae, Floor system will be arranged with stringers and cross-ties, so as to afford the same factor of safety, referred to the elastic limit, transverse floor-beams, C' with extra stringers, long ties, and as in the tension members. guards, as may be stipulaced in orders for work. The iron employed in tension shall be soft, fibrous iron, specially manufactured, by repiling and rerolling refined bars, in order to COUNTER-BRACING.-The action of counter-bracing, in a truss insure the requisite uniformity and toughness for first-class bridge under the effects of a uniformly distributed stationary load and a work. moving load of uniform density, may be exhibited to the eye by Beams, channels, and plates to be equal to any other in the a simple arithmetical method. market. The reaction of the supports is together equal to the aggregate Lower chords and (when desired) suspension bars will be our weight of fixed and partial loads. patent weldless chord bars, or bars with upset eyes. The reaction of each support is equal to one-half the uniformly Ties and counter-ties, laterals and suspension bolts, will be made distributed dead load. without welds, excepting in forming scarf-welded loops, in which The reaction of each support, due to the partial load, is equal to the weld receives only one-half of the strain sustained by the bolt. the load multiplied by the distance of its centre of gravity from the Screw-threads will be enlarged by upsetting, so that the area of remote support, and divided by the distance between the supports. the screw end, clear of the thread, will equal the area of the bar. The reactions of the supports having been determined as above, All abutting joints will be planed or turned, and all pin-holes by the principle of the lever, the resulting strains in every portion accurately bored, so that no error in length between pin-holes shall of the truss can be found by resolving the forces towards the centre, exceed one sixty-fourth of an inch. deducting, as the operation progresses, the weights borne at each Pins shall accurately fit the holes. apex until a point be found at which there is no vertical strain. At In riveted work all abutting joints shall be true, and all edges this point the strains of compression in the upper chord and of neatly dressed. tension in the lower chord are greatest, and they meet and balance, Rivet-holes shall be accurately spaced and truly opposite. showing that the system is in equilibrium. The portions of the Rivets shall be made of the best rivet iron, and shall be duly uniform and partial moving load, on each side of this point, do not proportioned to insure the strongest work. They shall be driven pass the point of no vertical strain, but are transmitted to the to completely fill the holes, and shall have full heads. nearest support. All iron-work shall have one coat of suitable paint and oil at our Ties and counter-ties in the same parallelogram or panel cannot works. both act at the same time, unless an initial stress be given to the All turned or planed work exposed shall be protected with white counter-tie. The elongation of one diagonal under tensile stress lead and tallow before shipment. relieves the tension in the other. Parties procuring work of us have the privilege of making any These propositions may be demonstrated by a simple arithmetical tests they require on material and finished work, within reasonable method, as follows:-Let figure I, plate io, be a simple truss of ten limits, to satisfy themselves of the accuracy and general quality of equal panels. Assuming that it is uniformly loaded with four tons, workmanship and materials. supported at each of the lower apices, the reaction of each support The materials will all be manufactured with special reference to will be twenty tons,-eighteen tons passing through the end verticals, the uses to which they are applied, and all workmanship will be of and two tons being transmitted directly to the supports by the the best quality found in first-class bridge work. track-stringers. The deflection of structures depends upon the ratio of depth to Resolving the forces towards the centre and indicating the strains length of span, and the strain per square inch on the material. in terms of the vertical weight, remembering to deduct the weight With the usual proportions, our bridges deflect less than one of one panel or four tons at each lower apex-the point of equilibinch per one hundred feet of span under trains of locomotives rium, and no vertical strain will be found at the centre. The moving at high speeds, and recover their original camber after the actual strains on the ties are found by multiplying the vertical removal of the weight. effects by the secant of the angle of inclination of the ties, and the KEYSTONE BRIDGE COMPANY. 29 actual effects on the chords by multiplying the vertical components To make up the total reaction on the right support, seventeen by the tangent of the angle made by th:lie with the vertical. tons of the uniform load and the entire partial load of twenty tons The counter-ties are not brought int, action under a uniformly go to this support. distributed load. The remaining diagrams exhibit the effects when the partial loads Let figure 2, plate o, be a similar truss, devoid of weight. are added successively to the remaining apices. If a weight W1 = ten tons be suspended at the first lower apex, If W = the uniformly distributed load on one panel, nine tons will be transmitted to the right support and one ton to W1 -= the moving load of uniform density on one panel. the left support,-the strains being indicated on the diagram. The co-efficients for the end diagonals, for uniform load, will be If another weight W2 ten tons be suspended at the second half the number of panels less one-half, or the number of panels less apex, the reactions are respectively ~ X twenty tons = three tons one divided by two, and decreasing from the end by deducting one on the left support, and - 7 X twenty tons = seventeen tons on the panel weight from each successive diagonal tie. right support. The weight on the ties that meet at the centre will be one-half The resulting strains are indicated in figure 3, in terms of the panel to each. vertical components. The strains in the lower chords and ties, The fractional co-efficients for the ties for a load moving from together, balance at the point of no vertical strain. It may, in the the left until it covers the entire bridge are, f6r numerators, I, 3, 6, same manner, be shown that with W1 applied at the first apex, -I of Io, I5, 21, 28, &c., increasing from unity by regular additions of this load goes to the remote support; with W2 applied in addition 2, 3, &c., the denominators being the number of panels. to the second apex, -3- of one panel weight goes to the remote In a truss of ten equal panels, with height equal length of one support; with W3 applied in addition at the third apex, 60 of one panel, or one-tenth the span, the maximum strains may be found as panel weight goes to the remote support; and so on in a simple follows:series, increasing by the addition of two, three, four, five, &c. to the R secant of tie angle = diagonal one panel = -/ ro 1 o= 1.414. numerators of the fractional co-efficients whose denominator is the o i base one panel _io_. S ~ tangent of tie angle ~...... number of panels. vertical In figure 4, plate Io, the effects of the uniform load of four tons at W to tons. each apex is combined with the effect of W1 = ten tons applied W at the first apex. The reactions of the end verticals being found, as before, the resulting strains are indicated in terms of the vertical tiFORMUL eect. Resultantstrain on tie g components.No. of tie. ORMUL. Vertical effect. Resultant strain (Plate.) components. _ It is apparent that no counter-tie is required in this figure, the weight at the centre being precisely balanced. A counter-tie, adja- 2 l + W) R. 500 7.. 2 (3~ 6WI _ W) R. 70 cent to the centre, cannot be brought into action until the centre 3 (1 w, +- W) R. 38.00 53.73 " Io vertical, with the weig-ht of Zalf a panel of t/e znzform load, has been 4 ( Wl + 3 W) R. 27.00 38.18 4 9 |[lifted. 5 (1 w1 +i- W ) R. 17.00 24.04, 8...., 1 6 (Iwo w, - W) R. 8.00 11.31 " 7 In figure 5, plate Io, an additional weight of ten tons is applied 7 ( w) R. o.oo. 6 7 0.00~7V, _ ~ W) R at the second apex. Total weight, sixty tons. The effects will be _ as indicated. 30 KEYSTONE BRIDGE COMPANY. HINTS TO PARTIES ORDERING BRIDGES. When ordering bridges or soliciting proposals or designs, parties Name the loads per lineal foot for railway bridges, or per supershould furnish us the following information, if practicable:- ficial foot of floor for roadway bridges, that the bridge will be Distance from centre to centre of piers. required to carry in addition to weight of structure. Distance in clear between piers. Railway companies, who have constant use for timber on their Thickness of piers and width of bridge-seats on abutments. lines, will find it more economical to provide the lumber for falseLength of piers and bridge-seats on abutments. works and scaffolding. Distance from base of rail to top of masonry. They may also furnish the stringers and cross-ties, and place the Angle made by centre line of piers with axis of bridge, same at reduced cost and remove existing wooden bridges. If they Distance from grade to high and low water. desire to do this they should so advise us. Depth of water, mud, &c. in river. By reference to the following descriptions and plates, a design Kind of bottom in river,-mud, gravel, sand, or rock, &c. may be selected, or some general idea of the class of structure Description of bridge required, whether for railway or highway, desired may be given us. single or double track. The President of this Company may be consulted as to the State whether sidewalks are required. location and the designs and specifications for important works. Whether track is required on upper or lower chords. Communications, in reference to bridges, roofs, iron buildings, If the locality is occupied by an existing structure, give descrip- rolling-mills, or any work in our line, may be addressed to either tion of same. of our offices, as follows:State the nearest point to which material can be transported by To J. H. LINVILLE, President, 426 Walnut street, Philadelphia. rail or water. To J. L. PIPER, General Manager, Pittsburgh, Pa. For pivot bridges give clear openings, diameter of pivot-pier, Or WALTER KATTE, Engineer Keystone Bridge Company, 2II distance from grade to top of masonry and high water. Washington avenue, St. Louis, Mo. DESCRIPTION OF THE PLATES. DIVISION A.-SoLID GIRDERS. The vertical struts are made of tubular post iron or rolled Plate i, figures I, 2, 3.-These bridges are of solid rolled beams for c o spans~ from ten to twenty feet.The lower chords and ties are composed of weldless links joined spans from ten to twenty feet. by connecting pins. They are especially adapted for farm-road crossings under railways. Adjustable counter-bracing and lateral and diagonal bracing renAdjustable counter-bracing and lateral and diagonal bracing renThey will be shipped ready for erection, and can be placed in der these girders rigid and prevent lateral vibration. They are the position by the trackmen or road carpenters. position by the trackmen or road carpenters. most economical form of girder for limited spans. DI B.-TRUSSED GIRDERS. DIVISION C.-PLATETR GIRDERS. Plate I, figures 4, 5, 6.-These girders are adapted to spans of twenty feet to sixty feet. The upper chords are composed of rolled Plate I, figures 7, 8, 9.-Plate girders are the most rigid form of beams or channels, to which a top plate is riveted to increase the girders, and can be used with advantage in spans from twenty feet lateral resistance. to sixty feet, and upwards. KEYSTONE BRIDGE COMPANY. 31 Girders sixty feet in length may be shipped complete, ready to DIVISION E.-THROUGH OR OVERGRADE BRIDGES, SINGLE be placed in position. INTERSECTION. These girders are more expensive than trussed girders, but give the highest satisfaction on roads where heavy traffic and high speeds Plate 3.-Figures I, 2, 3, and 4 illustrate a description of truss now prevail. generally adopted for spans over seventy-five feet. Figures 5, 6, 7, We build these bridges with either three or four girders for double 8, 9, io, and I illustrate a design adapted to shorter spans. track. In spans over seventy-five feet the trusses are made of sufficient The floor beams may be of wood or iron. height to admit upper lateral bracing. When the headway is limited, we use rolled beams for cross- These bridges have all our improvements-cylindrical hollow beams, supporting them on the lower flanges, and uniting them to columns, wrought-iron upper chords, weldless chord links, pin conthe trusses by gussets or angle iron. nections, adjustable counters, suspended cross-girders, and improved Rigid lateral and diagonal bracing is introduced when desired. safety floors. When desired, longitudinal iron beams are placed between the DIVISION D.-DEcK BRIDGES, SINGLE INTERSECTION TRUSS. chords to support transverse floor beams. The low trusses have stay-braces, abutting against independent Plate 2, figures I to I2.-These bridges, illustrated in elevation, transverse beams, and are consequently free from vibrations caused plan, section, and detail, are made with vertical end posts, or with by the deflection of the cross-girders. the upper chord supported on bolster and pier plates, resting on The leaning end posts are connected by suitable ribs to the pin the stone bridge-seats. connections with the upper chords, obviating the strains occurring The upper chords are continuous and exclusively of wrought at this point in the usual form of rigid connections. iron, being composed of rolled beams, channels, and plates, the The caps and bases of the posts are made of wrought or cast underside being left open to admit of repainting. iron, as may be specified. The posts are hollow, rolled columns, also left open to facilitate inspection and repainting of the interior. DIVISION F. Unless repainted every few years, hollow columns will rapidly deteriorate by oxidation. Plate ~.-Through or overgrade bridges one hundred and fifty The lower chords are weldless eye-bars. The diagonal ties either to two hundred and fifty feet spans, and upwards. weldless bars or square bars, with loops formed by long scarf This general design, with slight modifications, may be used for welds, subjected to only one-half the strain that is resisted by the deck or undergrade spans. ties. Counter-ties and laterals are adjustable. Pin connections are Figures I, 2, 3, and 4 show the general design of truss in elevation, used in upper and lower chords. The track is supported on long plan, and section. Figures 5 to 13 are details of the posts, chords, cross-ties, resting on heavy longitudinal stringers, which are carried and connections. on transverse rolled beams placed over the posts. No transverse A peculiarity in this design is the new method of combining strains can occur in the tension or compression members. These columns having flat ends with weldless chords and pin connections. bridges can be adapted to any span or depth of truss required, and Figures io and 12 show the connection between the chords and may be used for double track, with either two or three trusses. By posts. The lower chords are brought compactly together, the increasing the section of the upper chords, transverse floor timbers posts resting on the same, by means of a flat bearing-plate. No of wood can be used instead of the system of track shown in the ribs are required, the pins are reduced to their minimum length, plate. and the strength of the columns is nearly doubled, without decreasThe lateral struts are placed opposite the centre lines of the ing the elasticity of the structure. At the upper chord short chords-their normal position, obviating any undue strains on bearing-pieces are introduced to support the pin, at short intervals, the posts, and rendering the lateral and diagonal bracing independent and afford a bearing for the caps of the post. These details are of the floor girders. superior in economy and efficiency to any others now employed. 32 KEYSTONE BRIDGE COMPANY. Spans over one hundred and fifty feet have knee-bracing at all DIVISION I.-SUSPENSION BRIDGES, STREET AND PARK BRIDGES. posts, to resist the effects of wind pressure. Plate 7.-Figures I, 2, and 3 show the usual form of wire suspenDIVISION G.-PIVOT OR DRAW BRIDGES. sion bridge. These bridges are adapted to roadway traffic, in spans of any extent up to one thousand six hundred feet. The towers Plate 5.-Figure I is a side elevation; figures 2 and 3, plan of may be either of iron or stone. lower and upper chords; figures 4 and 5, end elevation and section Iron stiffening-trusses are introduced to prevent undulation. at the half-span, and figure 6 an elevation at centre of bridge. Sidewalk trusses are employed to serve the double purpose of Figures 7 and 8 show the central cone, drum, track, and rotating stiffening-trusses and railings. gear, operated by an engine attached to the drum. Figure 9 The cables are made of iron or steel wire, or of iron or steel links, shows the wedges which give firm supports to the ends of the according to span required. trusses when elevated by the hydraulic lifts. The machinery of the We prefer the cables made of flat links, vertical ties, and stiffeningturning and elevating gearing is so perfect that one man controls trusses. For railway bridges, a peculiar and effective arrangement the turning and elevating apparatus at will, by a system of levers. of stiffening-trusses is employed, rendering these bridges as rigid as The longest span pivot bridges in the country now in successful a truss-bridge. operation are controlled with ease and certainty by the apparatus Figures 4 and 5 illustrate a usual and elegant form of wroughtillustrated. iron or steel arch adapted to street traffic of large cities. These Various forms of improved pivot centres are now employed by designs can be varied to exhibit any degree of elegance and ornathis Company. For shorter spans a centre similar to that used for ment suited to the locality. turn-tables, illustrated on plate 9, is generally employed. Whenever it is admissible, the arch form, from its elegance, Plans for railway or roadway bridges, of any span, operated by should be preferred for the avenues of approach to cities.' power or by hand, furnished on application. Engines placed overhead or beneath the floor, as desired. DIVISION J.-IRON ROOF TRUSSES. The great pivot bridges at Dubuque, Keokuk, Kansas City, Chicago, Cleveland, Middletown, Philadelphia, and many others, Plate 8.-Figures I and 2 are diagrams of the usual form of iron have been constructed by this Company, and give great satisfaction. roof trusses. These forms are varied by us indefinitely, to adapt them to cirDIVISION H.-LONG-SPAN BRIDGES, 250 TO 500 FEET AND UPWARDS. cumstances. They may be curved or hipped. The details are perfect. Figure 3 shows the heel-block and conPlate 6.-Figures I, 2, and 3 illustrate the style of bridges so nection, with the rolled deck-beam used as a principal. successfully employed over the Ohio river, at Bellaire, Parkersburg, Figures 4 and 5, the struts of channel-bars or T iron, and the and Cincinnati; the latter span of four hundred and twenty feet is connections with the ties and principal. the longest span of iron truss-bridge on this continent. Figure 6 shows the connection at the hip. The trusses are double, rendering them much more effective Figure 7 illustrates the usual form of rib employed for large than single trusses, to resist wind pressure. spans up to three hundred feet, suitable for terminal passenger This Company has been the pioneer in the construction of long- depots, &c. span railway bridges, and the invariable success that has attended The curvature and ornamentation of these designs can be moditheir efforts in this direction has gained for them a prestige enjoyed fled according to circumstances. by no other company. We are extensively engaged in the construction of shops, depots, We are prepared to execute spans of truss-bridge or arches, in and rolling-mills, steel works and furnace buildings, with iron frameiron or steel, for spans up to six hundred feet, and guarantee satis- work and iron roofs. factory results. Over deep ravines or rivers, the spans can be erected Wooden roofs and heavy framing of wooden brides, trestle-work, without scaffolding. &c., a specialty. KEYSTONE BRIDGE COMPANY. 33 DIVISION L. The trusses are ornamented, and the railings, lamps, guardrailings, &c., are of elaborate design. Plate ir. —This is a highly ornamental structure, with i6-foot The bridge was designed to carry one hundred pounds per supersidewalks and 68-foot roadway, designed for the bridge over the ficial foot of floor, with factor of six for safety. Schuylkill river at Girard avenue, Philadelphia, to accommodate the Masonry of granite, neatly cut. travel to Fairmount Park. Piers founded on the solid rock, without concrete. The roadway consists of granite paving, laid on iron quarter-inch A bridge constructed according to this design may be made of buckle plates, supported on transverse beams of rolled iron. any width or with any desired ornamentation. The sidewalks paved with slate flagging, ornamented with borders of encaustic tiles. TURN-TABLES. Plate No. 9.-The Keystone Bridge Company's wrought-iron turn- diagonally, and are provided with trailing wheels carried by wroughttables for railroads have been brought to the highest degree of per- iron beams. They are adjustable at the centre. The exemption fection. By the use of the improved steel-cone centre, invented and from risk of fracture so frequently occurring in cast-iron tables-their patented by John L. Piper, General Manager, he effects certain im- adaptation to any size or depth of existing pit, without expense or delay provements over other anti-friction centres in use. The cones of the for new patterns-their cheapness, strength, and durability-render "Piper centre " are longer, give more bearing, and cannot be displaced. them greatly superior to any other turn-table offered to the public. They are kept in true radial line by steel spindles, which bear at The leading railways are using them to the exclusion of other forms. the outer ends against a steel ring, greatly reducing the friction. Wherever they have been tested, they give unbounded satisfaction. These centres are used also in some of our pivot bridges.' i Plans, lithographic views, estimates, &c., furnished on application, The turn-tables are entirely of wrought iron, in the best form of and new tables, adapted to diameters and depth of pits, supplied on plated beams.. They are thoroughly trussed, both laterally and short notice. PLATE 12. I BEAMS. I CHANNEL BARS. DECK BEAMS. WRCOLUGTMNS. ANGLE (L) IRONS. TEE (T) IRONS. T -+ IRONS. Depth of Range of weights Depth of Range of weights Depth of Weight per Diameter Range of weight Sie of Range of weights Size of T Range of weights e of f Weight beam. per lineal foot. beam. per lineal foot. beam. lineal foot of column per linealfoot. Inches. per lineal foot. nches. per lineal foot. nches. per lineal foot. Inches. Pounds. Inches. Pounds. Inches. Pounds. Inches. Pounds. Pounds. Pounds. Pounds. 15 50 to 80........... 12 50 to 200 X4 4 to 15 6 2 X 3 38 4 X4 144 I2 38 65 I2 Io 3 9 12 4Y X 3Y 24 3~ X 31 12 38 "65 12 30 to 45. o 45" 150 3/2x3' 9 "12 4 3'24 3 X3' 124 10 30 "38 0I 20 "40 8 40" 105 34 X 3'4 8 "IO 42 X 2 17 3 3 9 9 231L2 "30 9 18 "36 9 233 6 24" 55 3 X 3 7 " 9 5 X 3 i to I7 2x2' 534 8 2I' "27 8 15 "23 8 214 14 7" 38 22 X 2' 5 "7 5 X2 ii " i6 2 X2 34 7 1623 20 7 I3/2 "21 7 I5 2.... 4 X 2x 4 4 " 6 42 X 3,2 13 " 17 I2 X I 2 6 I3.5 "I6 6 jiI "-i6....4..... 2 X 2 3 "4 4 x 32 13 5 12 "15 5 9 "14.........X. I 4 2 i 2-2 4 2 6.-1 I........ 4 08Y4 I ioY 4 ^1/ 7 "13 ~ Y2 " 2~ 4 ~12 2 3 6x3 1I0 13O.......... 4 o.83 "1034 4/< 7 "13........... I, iX I/ I7'3" 2 3 X3................. 2 2.9.......I X Is 3x3 10 14.3...'................I X. 12 2 X IX4 2Y4" 4.4..~i...... ~'.. - ~.1 ~ -. ~. -....:.......... I~x 1& __.. ~...... All the above shapes are rolled by Carnegie, Kloman & Co., whose works are in immediate contiguity to those of the Keystone Bridge Company. These and other special designs will be supplied by us, fitted ready for use in' buildings, bridges, or other structures, at rates as low as offered by any other responsible parties. 34 KEYSTONE BRIDGE COMPANY. IRON BRIDGES CONSTRUCTED BY THE KEYSTONE BRIDGE COMPANY. NAME OF COMPANY. LOCATION. Kind of bridge. ^^T.^Number of Single or double Length of single NAEFO.Kind of bridge. spans. Length of spans. track. track. Ft. In. Ft. In. Pennsylvania Railroad Extension............ Monongahela, channel span........ Through. I 262 o Double. 524 o................. " east span,......... Deck. I 182 364 o... "............ Bailey's Coal Works........... Half-through. 86 8 173 4 Pittsburgh, Cincinnati and St. Louis Railway,.Steubenville,.............. Deck. 3 206 5 Single. 619 3....... -..... " ~............. " 4 232.1Y 9286 ( c4 232. I'jI " 928 6 "e......... I" channel span,.Through. I 319 o 39 0.." "...... cSaw Mill run.............. Deck. 3 137 o Double. 822 0...'... cc............. cc 2 115 6 231 0.......-...... Whitewater,.............. I 178 0 Single. 178 0.............. Dayton,.............. Through. I o11 " Io0 9' North Missouri Railway,... Middle Fork creek........... I 30 o " o Chicago, Alton and St. Louis Railway......... Paine creek,.... 102 6 102 6 Mississippi River Bridge Company,........... Louisiana bridge,....... 7 157 0 I,o99 o Illinois Central Railroad,........... Catfish No. I..... I I I 104 10 Cleveland, Mt. Vernon and Delaware Railroad,.... Mt. Vernon...... 2 53 6 ". 307 o Pittsburgh and Cleveland Railroad,.... Yellow creek,.... I 154 o " 154 0 Michigan Southern and Northern Indiana Railroad,.Swan's creek.I 115 o Double. 230 0 Central Railroad of New Jersey.......... Point of Rocks,....... I 136 Io02 Triple. 410 7 Chicago and North-western Railroad,........ Clinton,.. 2 147 0 Single. 294 o Sharpsburg and Lawrenceville Bridge Company,.. Sharpsburg, roadway,......5 179 6 897 6 North Missouri Railroad,............. Moline creek,....... Deck. 8I o'S ~ " 8i 0 Philadelphia, Wilmington and Baltimore Railroad,.... North Christiana creek,.. 82 6 Double. 165 o Coal Road Branch of Pennsylvania Railroad,...... Tinker run, Irwin Station,....... 3 2 {39 Single. 122 9 Allegheny Valley Pailroad,.............. Kiskiminetas,.............. 142 10 Double. 1,428 6.................... Pine creek,............... i 88 9 Single. 88 9.................... Cowanchannock,............ " 889 9.................... Crooked creek,............. 2 104 2 208 4 Pittsburgh, Washington and Baltimore Railroad Soho, span 2............... Half-through. I 52 o Double. 104 o Little Miami, Columbus and Xenia Railroad,....... Caesar creek,.....2 Single. 56 8 Pacific Railroad of Missouri,............. Taylor creek,...... I" 77 6 " 77 6 Thomas Iron Works................. No. I,................ " 42 8 " 42 8 "................... No. 2,.................. " 92 0 " 92 0................. Rockaway............... 9 I 78 11 78 11 Lehigh and Susquehanna Railroad,.. Delaware river, Easton,.Deck. 6 163 9 982 7................. Lehigh river, Spans i and 3... 2 159 4 Single. 668 8............ " " Span 2,........... Through. I 175 o Double. Baltimore and Ohio Railroad,....... Bellaire,................. Deck. 4 205 o Single. 820 0 ". ~............. "................. Through. 235 o " 235 o. -............"................ " I 342 0 " 342 o cc................. Parkersburg.............. Deck. 4 205 0 " 820 o............... cc............... Through. 2 342 o " 684 o............. Lockport, Ohio,.....94 0 94 0 Pittsburgh, Fort Wayne and Chicago Railroad,..... Bridge No. 85........I.... " i 104 o " 104 o c......... " No. 36.............. " I I04o " 104 o... IC' "...... Swan's bridge............. I" 124 2 " 124 2........... Fort Wayne canal,...... Half-through. 1 72 0 72 0........... St. Mary's,... 2 73 0 Double. 292 0... " "....... Plymouth............... 2 61 4 Single. 122 8 KEYSTONE BRIDGE COMPANY. 35 IRON BRIDGES CONSTRUCTED BY THE KEYSTONE BRIDGE CoMPANY.-Continued. NAME OF COMPANY. LOCATION. Kind of bridge. Number of Length of spans Single or double Length of single spans. track. track. Ft. In. Ft. In. Pittsburgh, Fort Wayne and Chicago Railroad,...... Bridge No. 33, Wooster, Ohio,....... Half-through. 2 73 8 Double. 294 8,,.~......... Canton, Ohio............ 74 o Single. 74 o............... Bridge No. 8,.......... " I 79 4 Double. 158 8.........." "....... Loudenville,............. Deck. 2 105 3 Single. 2Io 6................ Kaler's,............... I 84o " 84 0............... Beaver river,............ 3 136 6 Double. 819 o,,'...........I....... ".....'' 2 68 2 " 272 8...." "...... Franklin,................. 2 640 Single. 128 o "..... "....... Nevada,............. I 86 8 86 8........... Upper Sandusky,....2 io8 9 " 217 6 Northern Central Railway,.............. Dauphin, Spans 9 and I4,.. Through. 2 2o6 o0 " 412 I..................... Reservoir, Baltimore,........... I 156 40 Double. 312 9 " "..................... North avenue, Baltimore,....... Half-through. 2 Io07 6 " 430.................... Hominy Mill, Baltimore,..I 0.4 90 " 209 7.................... White Hall,......... "I 740 " 148 o0................ Bridge No. 6......... " 630 " 126 o.................... Bridge No. II3,......... Deck. 65 " 130 0.................... Gunpowder,........... Through. 16I 9 " 323 6.................... Burns' bridge,........... Half-through. I 79 2 " 158 4 cc............. Charles street, Baltimore......... I 124 3 "'248 6 West Chester and Philadelphia Railroad,.Mayland's creek, Philadelphia,...... Deck. 128 8 Single. 128 8 Connecting Railway,................. Thirty-seventh and Poplar streets, Philadelphia, Half-through. 3 -. 78 3 Double. 242 6 7 2. 21 6 96 fI.38{ 6 9)..................... Girard avenue, Philadelphia,... 9232 302 9 4 I 1 4{I.73 6 1 "( "................. Broad street, Philadelphia, 3 23 6 2 3 0...................... Eleventh and Germantown road, Philadelphia, " I. 88 6 " 77 o0..................... York avenue, Philadelphia,........ " 72 I I44 0.. I.................. Richmond Branch Railroad,....... " 52 9 " 105 6 " ".................. Schuylkill river,............ Deck. 262 o " 524 o Chicago City,.................... Madison street, roadway,. Half-through. 85 6 " 171 o0........................ Randolph street, "......... " 80o " I6o o....................... Lake street, "........ " 77 3 " I54 6 Allegheny City,................... Ohio street, "......... " 64 0 " 128 o CI i I104 0o Chicago City,..................... Adams street.............. Through. I o 9130 ~ 1540 I"..................... " " pivot span,......... " 157 6J " ".................... State street,-............... Half-through. 4 76 o C................ C CC............... Deck. 2 36 o 1,11i 6 (" ".................... " " pivot span...... Through. 182 " "...................... North Water and Wells streets,...... Half-through. I 82 6 " 65 o0 c"................ North Clark street,............ I 77 " 154 o0 Terre Haute and Indianapolis Railroad,.Wabash river.............. Through. 4 I63 o Single. 8 I o " " " "........." " pivot,........... " 163 o " 8 0 Dubuque and Dunleith Bridge Company,.Dubuque, shore spans,.......... " 8 930 " 744 o........river " 6 f2247 0} 1,382 0 4.222 0 36 KEYSTONE BRIDGE COMPANY. IRON BRIDGES CONSTRUCTED BY THE KEYSTONE BRIDGE COMPANY.-Continued. NAME OF COMPANY. LOCATION. Kind of bridge. Number of Length of spans. Single or double Length of single ____ _ ___ __ _ spans. track. track. Ft. In. Ft. In. Dubuque and Dunleith Bridge Company,........ Dubuque, river, pivot,......... Through. I 356 6 Single. 356 6 Baltimore and Potomac Railroad,..Long bridge, Washington, pivot, Deck. I 123 2 Double. 246 4 Pittsburgh, Fort Wayne and Chicago Railroad,.... Chicago, pivot,............ Through. I 225 O Single. 225 o Marietta and Cincinnati Railroad........... Muskingum, near Harmar, pivot,...33 " 1I33 II Cuyahoga,..................... Cleveland, Ohio, pivot......... " I 306 o " 306 o Kansas City,................... Kansas City, pivot........I... ". 359 4 " 359 4 New Orleans, Mobile and Chattanooga Railroad,.. Nos. I, 2, 3, pivot........... o. " 3 573 0............. No. 4, pivot............. " 2350 " 2350 Keokuk and Hamilton Bridge............. Keokuk,................ 4 16I 7.~ ~......."..........."......3 159 9 Double. 4,oi8 o... "............ "................" 2 253 6 "............. " pivot,.............I " 376 5J New Haven, Middletown and Willimantic Railroad, Middletown, Connecticut,.. 2. 54 o..........,,.........,,40 206 o Single. I 1,232 o " " " "... " " pivot,......I I 300 o I2 I.9s0 New Jersey Railroad and Transportation Company,.Newark, New Jersey,..I. 6 Double. 847...........c. " " pivot,... " I 213 0 Newport and Cincinnati Bridge Company,........ Newport, market space.......... Half-through I 56 o Single. I. 41 8 I Railroad........"~~~~~.."........ " triangular trusses......... " 3 RIa45o " I. 44 4 2 Roadway. I............ River spans 5 and 6,.......... Through. 2 200 o "............... " " 4.............. " 257 1 " 3,. 2370 5,924 6.. cc cc c"2....... I. 4150 0...... " "I... " I 1330 "cc ~~......... Shore spans........... Half-through. 2 933 "........ "..... Through. I 116 9 Single. I Deck 7 79 "1 (( cc (( (( ((......... " "............... i eck 7 79 4 1 "........ " plate girder......... 2 } Double. Illinois and St. Louis Bridge,..S. 93 St. Louis... { " 3 Philadelphia...................... Fairmount bridge............ 0 348 o I 696 6......... -.......... I " {approaches,..... 1,290 Junction Railway, Philadelphia,........... Mayland's creek,.......... Through. I 132 0 " 264 o Pennsylvania Railroad,............... Canal, Middletown.......... Half-through, i 796 " 1590................. Coatesville,... Deck. 6 I400 " 1,680 o................ Big Conestoga,............. 2 140 o 56o o ~ "................ Thirty-fifth street, Philadelphia,... Hal.through. lI 740 " 148 (................. Columbia............... Through. 2 96 o Single. 192 o......S....... ". State street, Harrisburg,......... " I 125 3 " 1253.. (................. Schuylkill, Delaware Extension..... P. ~ p _\ } " 5760 "c................. No. 5, Little Junction,........ 2 i 826 Double. 165 o Illinois a nd S.. Li Garver's Bridge, Juniata river,. Deck. 4 125 4 " 1,002 8 St CC LC 4' i ~.I23 6Lou is,................... MMount Union, ".. 12 6 9840 "............'....ap r Mayes,...... 5 25 0 " 1,250 KEYSTONE BRIDGE COMPANY. 37 IRON BRIDGES CONSTRUCTED BY THE KEYSTONE BRIDGE COMPANY.-Continued. NAME OF COMPANY. LOCATION. Kind of bridge. Number of Length of spans. Single or double Length of single spans. track. track. Ft. In. Ft. In. Pennsylvania Railroad................. Johnstown, Conemaugh......... Deck. 5 73 6 Double. 735 0................... Turtle creek..o.............. I O6 8 213 4.................... Shaw's creek............... " I 75 " I50 o.. "................. No. 7, Little Juniata.......... " 95o " I90o... "................ No. Io, " "......... " 2 890 " 178 o.. "................. No. 3, Summerhill,......... " 8o0 " i60 o..................... Vandevender, Juniata,...... ".lO o " 1,000 o PLATE GIRDER BRIDGES. Chicago. and North-western Railroad,.......... Negaunee crossing................. 51 o Single. 5r o Little Miami Railroad,............. Cincinnati,.................... 33 o Double. 66 o Philadelphia, Germantown and Norristown Railroad,.. Manayunk,...................I 31 6 63 0 Keokuk and Hamilton Bridge,.Levee, Keokuk,................... 38 6 " 77 o0 New Jersey Railroad and Transportation Company,.... Newark.................... 47 " 94 0 (.. ".... ~ ~ ~ Metuchen,................ 330o 66o Pittsburgh, Washington and Baltimore Railroad,..... Laurel run................. I 36 o Single. 36 o Pittsburgh, Fort Wayne and Chicago Railroad...... Beaver Fall,............ I 47 o Double. 94 o.... ~ "...... Chicago,....I.. 33 o Single. 33 o Oil Creek and Allegheny River Railroad........ Cherry run,...... I 35 6 Double. 71 o Allegheny Valley Railroad.............. Lucesco................ I 350 " 70 0.................... Sandy creek,.................... I 62 0 124 0..................... Plum creek.................... 2 530 " 212 0..................... Negley's run............ I 51 6 " Io03 0................... Puckerty run,................... 66 o Single. 66 o.................... Tarrentown................ I 50 0 50 0................... Chartiers...........I 50 0 50 0 Pittsburgh, Washington and Baltimore Railroad,.. Soho, Spans I and 3....... 2 49 6 Double. I98 o United Railroads of New Jersey,............ Metuchen, No. I............. I 36 " 72 0..... ~............. No. 2,.. 3610o " 738 Lehigh and Susquehanna Railroad,.Firmstone, No.I,........ I 15 0 " 30 0...... - ".......... ~ ~Odenwalden, No. I................. I 17 0 " 34 0 ~.~~...... Stauffer's,..................... I 190 " 38o...... ~......... Allentown................ i 216 " 430.. ~~... ~...... Bethlehem,................. I 28 6 Single. 28 6.......... Lehigh Gap,................. 31 0 31 0.............. Odenwalden road-crossing.I... 28 3 Double. 56 6................ Packerton,................. I 28o " 56 o.............. Firmstone road-crossing,........... 22 6 " 45 0......~......... Jones' cattle-way,..............I 5 6 Single. 15 6 Baltimore and Ohio Railroad,.Parkersburgh............. I 65 6 65 6 Connecting Railway, Philadelphia,........... Over Richmond Branch,............... I 53 9 Double. 106 7 cc.......... Over Philadelphia, Germantown and Norristown Railroad, I 39 4 " 78 9 Pennsylvania Railroad Extension to Pittsburgh, Cincinnati and St. Louis Railway.South Pittsburgh 8 4380.876. Pennsylvania Railroad Extension to Pittsburgh, Cincinnati o and St. Louis Railway............... Over Pittsburg, Washington and Baltimore Railroad,... 4 1750 o 350 0 38 KEYSTONE BRIDGE COMPANY. IRON (PLATE GIRDER) BRIDGES CONSTRUCTED BY THE KEYSTONE BRIDGE COMPANY.-Continued. NAME OF COMPANY. LOCATION. Number of Length of spans. Single or double Length of single spans. track. track. Ft. In. Ft. In. Pennsylvania Railroad................. Mayes Bridge canal................. I 73 I Double. 146 o cc "................. Paxton creek,.................... 46 0 92 0..................... Little Conestoga,.................. 39 0 " 78 o 2. 53 4 cc "................. No. 4, Little Juniata,................... 52 "8 420 o 1. 50 8 cc...................... Haverford street, Philadelphia,............ 58 o0 4 tracks. 232 o..................... No. I, Hestonville,................. 37 0 Double. 74 o..................... No. 2, "~................ I 336 " 67o Conemaugh,................... 2 258 o.................. Strickler's,............. I.-500....... ioo o Northern Central Railway.............. Jail bridge, Baltimore................. 122 o " 244 o "................. Race "................. 246 " 490 cc. cc.............. No......................... 2 52 3 209 o.................... St. James',..................... 2 54 o Single. 108 o cc cc.............. Magraw's...................... 33 o Double. 66 o.... ("............... IRyder's,...................... I 33 " 66.................. Nerby's....................... 28o " 56..................... No. 94,...N..........4............. I. 26 6 " 53 0................... No. 148,......................N. 2 63 3 " 253 o TRIANGULAR GIRDERS. Lehigh and Susquehanna Railroad,........... Easton Viaduct................... 8 428 32 Single. 428 3.2...... "........... Snufftown........................ I 48 6 " 486... "............ Lehigh Gap..................I.. 46 6 " 466............. Coplay...................... 2 1.} o 115,, I, Coplay, 2 1 6 "~.............. Poko Poko,..................... 2 50 Double. 200 o.................. Monocacy.I.................... 570 " 114.................. Catasauqua,...............I 35 6 Single. 35 6 c............. No. 7, Delaware bridge, I 37 " 37 o Pittsburgh, Fort Wayne and Chicago Railroad, No. 31, Sugar creek,................ I 47 o0 " 47 0...........cc. No. 27, Newman's creek,. 47 0 " 47 Northern Central Railway.............. Nos. 173 and I74.2................. 58 o Double. 232 o Kansas City Bridge,............... Span No. I...................... 70 0 Single. 70 o Pennsylvania Railroad,............... State street, Harrisburg, roadway,............ 58 o Double. 116 o ic".................. Villa Nova, roadway................. I 48 6 Single. 48 6 c " c............... West Chester Intersection, roadway........... 48 6 " 48 6 ".................. Parksburg, No. 128, roadway,............. 3 46 6 " 139 6 "................ Bell's Mills, roadway................. 56 6 " 566............... Neff's, l and 2, roadway,. 2 56 6 " 113 Central Railroad of New Jersey............ Bergen street..................... 2 49 0 Triple. 294 o................... Linnet street,.................... 2 429 " 256 6 Total length Iron Bridges, equivalent single track,.. 64,900 0 KEYSTONE BRIDGE COMPANY. 39 LIST OF WOODEN BRIDGES BUILT BY KEYSTONE BRIDGE COMPANY. NAME OF COMPANY. NAME OF BRIDGE. Number Length of spans. Single or Total length. of spans. double Ft. In. Ft. In. Philadelphia and Erie Railroad............. Sunbury..................... I6 6i 0 oI 966 o......."............... Northumberland................ 7 153 0. 1,07I 0..................... Muncydam,............. 7 150 0..,050 o...................... Williamsport.................. 7 156 o0 i 1,092 0...................... Lycoming creek,................. 2 o I 220 0..................... Bald Eagle.................... 3 156 0 oI 468 o..................... Warren,..........3.. 3 165 0 I 495 0..................... Muncy...................... i6i o i i6i o..................... Westport................... I162 0 i 162 0...................... Keating.............. I 152 6.. 305 o Northern Central Railway................. Codorus................... 2 150 0.. 300 o....................... Gut,.............. 150 0.. 300 0....................... Conawagua............ 5....... 50 300 o I6. 21o0 o...................... Dauphin,...................... i. ioo o I 3,590 o I. 130 0........................ Heck's Furnace.................. 138 6 2 138 6 ",,,.................. PennYan,...........2 120 0 240 0 ~ " ~.................. Clark's creek,................... 138 6 2 I38 6 Williamsport and Elmiia Railroad.............. Bridge No. I.................... 171 0 171 0. " "................................ I 228 2 l 228 2 2....... 228 2 I228 2 " " "................ " " 3................... l 140 io i I40 io 3. I ~~~~~~ ~ ~~~~1401 IO 14010O............7........................ I195 6 I 195 6,,,,"~~........... " ".................. i162 0 I 162 o IO,"1..o 0 i 160 o - -.II.. 2 {1920 376 ~................... 139................... I 210 0 210 0..............14.................. I 1470 I 1470 I.......... 1956 I 195 6 i6.................... I 1070 I 107 o."............... " 20..................... I84 8 84 8 c,,.............. " ".21................ 1 112 6O4 112 6O " "................. "............... "4.............. 1 104 0 I 104 0..................."23... " "I...........1.. I 33 0 133 0.......4.... 24................". I 128 3 I i28 3................. " " 25.............. 158 0 I 158 0................... "2.................... 92 2 I 92 2 Shamokin Railroad................... Bridge No.................... 2 { }.. 339 11..................... " " 2.................... I 78 8 78 8 c.......................... " 3,............. I.............. 2 12 I2 339 II9 I "5.2 7243 I4................... 2, ".................... 7 8 119 ~~ 7 8 119.................... 3,.................... i i 1 7 -I Allegheny Valley Railroad.................. Clarion..................... 2 1ISO l 360 0............... East Sandy.................... 2 127 0 I 254 0 l e.V................. Mahoning,.................. 1... 2 I54 0 I 308 o........................ Red Bank,.2.................. 2 162 0 I 324 o 40 KEYSTONE BRIDGE COMPANY. LIST OF WOODEN BRIDGES BUILT BY KEYSTONE BRIDGE CoMPANY.-Continued. NAME OF COMPANY. NAME OF BRIDGE. Number Length of spans. Singler Total length. of spans. doable. Ft. In. Ft. In. Allegheny Valley Railroad.................. Oil City..................... 3 218 5 634 3 207 Ii Bennett's Branch, Western Division............ Mortimer's run................... 2 6o 60 o.................. Leatherwood,................... 50 0 50 0.................. Bethlehem,................... 8 o 0 I8 IS o 0.................... Pine run..................... 50 0 o 50 0.................... Indiantown.................... 50 0 I 50 0 ~" " ".........'...Beaver run.................... I 50 0 50 0.................... Robinson's Loop................ 3 65 0 195 o " Middle Division,.............. Bridge No. I.................2 65 0o 130 o 6 ~"........... " " 2................ 8 0 160 o ~..............~3. "3..............2 700 I 140 o0 " " " "............... " 4 ^,.................. 3 70o0 210 o::............. 5................... 3 65 0 i 195 0 " " " "............... Falls creek.................... 70~0 70~0.............. Bridge No. 6.................. 3 {. } 220 2. 70 o............... 6..." 6............... 500 I 500............... 7................... 2 0 i i6o o........... " "8...S. 0 I................. 3 0 I 240 0o "." "............... 6 " 8,.................. i 6 0 i 6o 0......................................... 2 0o i i6o o " " "............ " "1o.................. 3 650 I 195 o0."II. 3 {2.o"} I 220 0 2. 70~0 " " "............... " "12................... 3 8o 0 1 240 0................... " " 3,................... 3 65 0 195 0 " East ".............. Meadic's run................... I 84 0 84 0.................... Laurel run..................... I 73 0 I 73 0.................... Bridge west of Big Cut.............. 2 73 0 I 146 o................... " east "................ 113 9 I 113 9................... Bridge No. 4.................... 75 8 I 75 8......3............................ 75 8 I 75 8................ " "2........... 2 i568 2 3134........ " "I..............."...2 1465 2 292 10 " " Middle " (All single track,)..................2 30 0. 6o 0 " " " " " "................................. 6 25 0.. 150 0 9.................................... 4 20 0.. 8o 0 (143 6) West Pennsylvania Railroad.................. Conemaugh, Section 3.............. 4 41 o0 I 504 6 140 o0................... 7............... 3 141 0 423 0 " " "................. " " 8...........3 1400 I 420 0...................... Wolford's run.................. 2 242 0 1 484 0........................Blairsville................... 3 199 9 I 599 3................. Beaver run,................ 963 I 192 6........................ Livermore, Section 6............... 4 140 0 560 o "................... Short span, " 3............. I 837 I 837....................... Freeport.................. 5 i6o o I 8o00o o KEYSTONE BRIDGE COMPANY. 41 LIST OF WOODEN BRIDGES BUILT BY KEYSTONE BRIDGE CoMPANY.-Continued. Number ~~~~Single, or NAME OF COMPANY. NAME OF BRIDGE. oNum r. Length of spans. o uble. Total length. Ft. In. Ft. In. 136 6 1135 o West Pennsylvania Railroad,................. Saltsburg................... 6 159 I 902 Io4........................~~~~~~~~~~~~~~~~~~~~~~~ I52~ 8 i I59 8 L159 0........................ Buffalo creek........................ 213 7........................ Bull creek,............. 44 0....................... Deer creek........................... 88 0 (1.125 0) Lehigh and Susquehanna Railroad,............... Turnhole.................... 6 2. 76 8 i 678 Io 3-.133 6."".............. Lehighton...................... I 113 8 I 113 8.................... Parryville.....................163 o 163 o0..................... Wiseport,.................... 3 146 3 I 438 9..................... Swartz's danm....................152 0 I 152 o0..................... Wheeler's Lock.................. 150 0 I 150 o.................... Bethlehem, Canal S.............. 0 82 82 0 Delaware Division, Pennsylvania Canal,............ Tohican Aqueduct................. 3 66 0 o 198 o.................... Tinicum "................ 2 56 o0 I 112 0..................... Gallow's Run Aqueduct,.............. 2 57 0 I 114 0............... Durham ".............. 2 57 9 I 114 9 123 0] Cumberland Valley Railroad,................ Powell's Bend,.................. 7 14 9.................................. I~~~~~~~~~~~~~~~~~~~~~48 IC i65 9 Mifflin and Centre County Railroad,............. Lewistown canal.................. i 55 6 655 6. c c................... Lewistown river,.................. 4 152 8 1 310 8 Tyrone and Clearfield Railroad................ Clearfield creek.................. 2 150 0 oo o......."................ Roaring run................... I 42 6 l 42 6 Williamsburg Branch, Pennsylvania Railroad...... Piney creek.................... I 82 3 82 3 a.................. Juniata,..................... 2 I03 4 I 206 8 Columbia and York Railroad,................ Columbia,..................... 28 192 0 I 5,366 o Lewisburg and Centre County Railroad............ Juniata river,................. 102 9 I 205 6 Harrisburg and Potomac Railroad.............. Yellow Breeches,.................. I 123 3 I 123 3 Pittsburgh, Cincinnati and Chicago Railroad........... Bridge No. 30,.......................... 400 o Miscellaneous....................... Johnstown Manufacturing Company.......... 82 5 I164 10 "....................... Turtle creek................... I17 0 I II7 0 Brady's Bend,..4.150 808 o........................... Brady's Bend,................... 5 I. 2} o "......................... Sharpsburg and Lawrenceville Bridge Company,.... I8 00 goo ~........................ Thomson's run................... 6o o 6o 0o........................ Kansas City..................2 9 0 446 248 o',........................ Lewisburg......................... 1,283 o Baltimore and Potomac Railroad,............... Rogue Harbor,........I....... 52 0 I 52 0...................... Herbert's run.................. 0 63 63 0...................... Little Patuxent.................. I I75 9 I 175 9...................... Big Patuxent................... 2 145 6 I 291 o...................... Patapsco..................... 4 136 0 I 544 o 42 KEYSTONE BRIDGE COMPANY. LIST OF WOODEN BRIDGES BUILT BY KEYSTONE BRIDGE COMPANY -.Continued. NAME OF COMPANY. NAME OF BRIDGE. NumberL ength of spans. Total len of spans. Length ofspans, double. Total length. Ft. In. Ft. In. Baltimore and Potomac Railroad,............. Long bridge, north channel.............. 3 137 6 2 412 6 c..................... " " south ".............. 137 6 2 1,237 6..............east branch,......I IOI 9 I IoI101 9..................... " " Spans Q and R.......... 2 82 0 2 164 o c. " " ".............. " " pivot spans, I 14I 2 I 141 2 Oil Creek and Allegheny River Railroad,..... Oleopolis,..................... I 120 O 120 o'" C C............ Rouseville,................... 2 147 0 I 294 o cc................. Oil City,.................... 2 146 o 292 o cc"............... Hidetown,..................... i 8o 80o Alexandria and Fredericksburg Railroad,........... Cameron run,.I 10.................. 4 2 I I04 2 " cc............ Pohick creek,................... I 92 0 I 92 o ((" " "c.............. Accotink,..................... I 76 o I 76 Pittsburgh, Cincinnati and St. Louis Railway.......... Monongahela 5 span, 2, 952.................. Bailey's..I................... go I go.................. Ming's creek, I 150 0 I I50 "e'" "C ~".......... i "' No. 2................ I 15 0 I 150o................... Saw Mill run,.................. I 234 o I 234 o Total length Wooden Bridges,.. 47,600 o IRON FOUNDERSAND MCHINISTS.,&CASTINGS OF EVERY DESCRIPTION FURNISHED TO ORDER i"' EQUAL TO BEST PHILADELPHIA CASTINGS. CHILLED AND SAND ROLLS, ROLL TURNING, PULLEYS, FORGING, HANGERS AND GEARING, SMITHING, BRIDGE CASTINGS, GENERAL MACHINE-WORK, ROLLING-MILL CASTINGS, MACHINISTS' TOOLS. MACHINE CASTINGS, Our Shops are fully equipped with superior Lathes, Planers, &c., used in the construction of the St. Louis Bridge, and every appliance requisite for the execution of general machine and bridge work. (43) CAARNEGGIE! KLOMAN & CO0 PROPRIETORS *UNION IRON MILLS, * OF PITTSBURGH, PENNSYLVANIA, SOLE MANUFACTURERS, UNDER OUR OWN PATENTS, OF IMPROVED ROLLED-IRON I BEAMS AND E BARS. ALSO, IANUFACTURERS OF BEST QUALITY OF LOCOMOTIvE AND CAR AXLES, (KLOMAN BRAND,) ROUND AND OCTAGONAL HOLLOW WROUGHT-IRON COLUMNS AND UPSET BRIDGE LINKS, MERCHANT BAR, OF ALL DESCRIPTIONS; HAMMERED AND ROLLED AXLES, FISH-PLATES AND BOLTS TO FIT ALL PATTERNS OF RAILS, BRIDGE IRON, BOLTS, &c. General Office and Works, Western Office, New York Office, PITTSBURGH, PA. 2 I1 WASHINGTON AVENUE, ST. LOUIS, Mo. No. 57 BROADWAY. (44) - UPSET CHORD LINKS.J THESE LINKS WILL BE FURNISHED IN ANY LENGTH UP TO 50 FEET. WIDTH OF HEADS, ANY SIZE UP TO 20 INCHES. THE KEYSTONE BRIDGE COMPANY HAS THE EXCLUSIVE RIGHT TO USE UPSET LINKS FOR BRIDGES AND OTHER STRUCTURES. THEY HAVE ON HAND ABOUT 500 TONS OF SUPERIOPR DOUBLE!ROLLED L)INhKS 6 inches bylinch and 7 inches by inch, in lengths of 27 feet 6 inches between centres of eyes,-eyes 3i inches ir diameter. These Links are of SUPERIOR QUALITY, having been thoroughly tested, and will be made into lengths of about 12 feet, if desired, and supplied to bridge-builders and others at greatly reduced rates. They have been painted, and are first-class in every respect. THESE LINKS ARE WORTHY THE ATTENTION OF BRIDGE-BUILDERS. (45) I ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~._. TEST/~ING-MA CHINES.AI HYDRAULIC PRESSES. THE COMPANY OFFERS FOR SALE, VERY LOW, ON~ ~YDBAULH'C TEASTk ~Ir'bUACHiNE USED IN TESTING STEEL FOR THE ST. LOUIS BRIDGE. Diameter of Ram, 24 inches; stroke, 18 inches. STEEL PULLING-BOLT, 6 inches diameter, passes through the rear end of the Ram for making tests of tensile strength; STEEL TENSION SIDE BARS, 40 square inches to each side; COMPRESSION TIMBERS; FOUNDATION TIMBERS; CLAMPS AND BANDS for connecting specimens 534 inches diameter, also, for small test specimens; LENGTHENING-BARS, WRENCHES, and extra fittings; THREE ECCENTRIC HYDRAULIC PUMPS AND STEAM-PUMP; HYDRAULIC PIPE AND COUPLINGS. This apparatus is adapted for tests of 800oo tons in compression and 520 tons in tension. Will be sold greatly below cost, as we have other machines in use at our works. ALSO, EIGHT H-IYDRAULIC RAMS. I USED IN THE ERECTION OF ST. LOUIS BRIDGE. Diameter, i i inches; stroke, 1 3 inches. Provided with jaws for tie-bolts, and designed to be used in testing. These Rams have been subjected to proof-strain of 5000 pounds per square inch. FilVE BDUUHDU HIi9AID-PUIRPS AND lOUR RB YFAULoG VIuES, With cross-heads and weights. These Rams will be sold very low. They are of superior quality, and well worthy the attention of parties desiring to erect testing-apparatus, presses, &c. (46) i 1* l'"". _a-.-. 1I OIV1SIQ H A, oZi^ C6irspa. 7S1C^lftoO^ DIVISION B. Trwssed tder. asP Cf ^0 f 60ft. "m m. Mr g..,/A-I I -.. Secm ofg 3s v 11' 6. ~'al' Fg 5! li - /ci- l fi bi L_ t 0 I i-JLJUI X I X / X' I MI I M h^^''^!".Ll^^.i-^T^.......i^- ~^..~;..H ~ ~^ ~ ^^"'^ ~w~~''' ^'' ~m,.~ "Im ~:::~:I, I ia!.- iLI.! K! #~bP' itP ofroi Ch ord. Ti 8, KEYSTONE BRIDGE w.1 Plate b, DE Dv BIoNc DGES Ss ela 5c fti ft.';s,' Tig..1. —, 7' fi. 2. _,_____j _-' i^. _ C, b}u.'j i S i I -=1=~-;T~ F~ r ~ncl~i~*anrKYSTOIN E BR 0 G _C iTMI ~=1f mniff. S r^,.1 iii|~~~~~~ I~a,~YT -i eJ 2 _ d LI; I f''___*-~~~I- I.iI i i. - -., i i ~1 Eif.' _' ~ I! IN: c 3 y J. ooy_ I& Co. i^ LiFOT, PH _L. jr!'y iJ,4{ y{C..//,L L - L~4 n.,.".:= ~........', I......A___ I~~~~~~~~~~~'!.,{.~. - { {i BI} t' " l'i I~ ~~ ~ ~~~~~~~ IiiL }lliii~', i ~'[I''i~'~"-' ~'.........~,...,,iJ, iii _ —-=_~. _......_:...._-_~.......~ III. ~ ~ ~ ~ ~ _ 4- _ _ _ _t_ _ _ _ _~lO -- AS_ Jz ^' jj~ ~ ~ ~ ~ ~~__ _____'~~-~.~^ ~^. ___^^__ ________ ^~ _~__~L ____~" a ~'IP"' ~ ^'l' \ 1 ^___ ______________________ ___ ^^ 1/ \ A2~~~~~~~~~~~~~~~~~. I I~I._ _ _ _ _ _ __ _ _ _ _ _ _ - _____ ________ _____. l.:~~~ ~~~ jl-\w I) I<. a1^ ^-^ I 1lF si DOIfOOO^Hil^. _ W^ ________. _ t'll —— J,!: 1:' ^ A. "'t1 5lii i ^l'{'~ /,~^ L^ I II~ ^^^^ ^ III ^^'^~ II'~ - - ~'s'- - I __ _ __ _ _ __ _'Ii ______ ^ -,^ i ^ ~, j 11~~~~~~~~~~~~~~~~~~~~~~~~s-'j~' ~.::j:I 1-1~~~~~~~~~~~~~~~ ~~~~~~~~~~ \ ~'( /'I 1\X li^ it I I''U~ t'it ~ ~ ~ ~ ~ I1f Hi ll -. yx ^m^ ^"^_^ I-I I ~ I~ in,l'1_ I I _,''' _ _ _ _ _ j~"il^ ~~' _^~...^ "^""l^l ~:~\ "" " " "~^:^- — =_ —-— ~7 ~.,.!_au,:1.. ~I i - __:___ _;'". 4_ __ - lill- I_' 2 ~~~~~~~~~~~~~~~~~~~~~~~ ~' —0 F~~~~~' - /,,, ~' /:I::-t ~ W'~'- r... ~ —-~ I \', I /, I^ _. _, {, ~'x,/. / /........ / II ~ ~ ~ ~::.... ___ _ ______ ___. ======= _==== = ____,' ___________________ ____________ ___....~~ _ _ _ T Ui ~: I _ _ _ _.... _ _ _ " " _ _ _ _ _ _ _ _ "_,_ —' _ _ _ _ _ _ _ _ _ - -.. ~.L-: I.'~ /, ~,x /!111 xt- /, "-"= "//' i,/ Jl t/' / - i/iJ /, -,,:iK.,... ' i' ~. C=P=>;____ - A / "/~\//\ K>7\ -4/ Ii "l,.7:i''"71.~'Y/, / / /." i/,>~. ED. ~ pi Lv,,. i F c "'. "A —!~st_'.... i / - I_. 1.' 1 _______ 1.....j' -'l 2 -' "I I'Tll! J: \ U / 2/ / l 1112111%t, /y *, 5 p2- " / / //f On,-,l 1! _^ ^' I I I II 2 A' 2 ilj jf/ _/ —— i', Sp a n i J'.. ____.___.._.III'. " i!-."!2? - Y /.lO/,'- r TOl & CO. Pll.I// = =.......... ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~al _____ -~~~~~~~~~~~~~~~ _ _________________________________________ __ _ ____P? la.te 5.'EEE; l t ^p-,,>, ____,,1 BE'ka a;, -— =' 1-E'.- 3.) 1. I- 7 —T. PA'~rI~~~~~~~~~~~~~~~~~~~~~ yj.uo:: $ p H. L1i - ------ -:-IE- -- ~ —--— ~-~ —--— f~tt.~i-;~~iT-~~"~"""n"_~_~__.Rd ^Dn~h~r, Z~tl,TH, CAL.3; BY idg J. ri/OU~Y EC CO. PXA., Plate:. ~-_~Z~___~ —~=- -— ~-'.. _ _ __ _._ —-_-______ ________ _____ __ —: —______ __-__-_=_-.1'4 - - ^=^==^=====~ 11 I 1/7n.......'..,/. J'.i &, Constructd'y M kA/, KE EYST.ON BRIDGCE CO..' fig. 3. T |_-~-.~_~-~ i s.v i s i o N4...:, ll' W,, =ig===tFg.. |fiBY H. J.TSTREETo & CoP. BRIGA. - L _________________________ __ Plate 8,,~.. ~ 1 ~ ~~ Ti g. 1. i iA S Fi O P 5, E]N G I N E 9 % G Tid^^ h <^Ti^5.0 Fig. 2, IRON ROOF TRUSSES ) for K KYSTOIVISON R JDGE CO. SHos,ENGINE HOUSES, IRON. STEEL WORKS, 7. D J. iqoY & -Core.t by Ithe EYSTON' B.RIDCE O. fiRwre BY d J.J. TouDy & Co. P jILA.. _o Plate 9. i _El,6ativa g WROUGHTIRON TURNTABLE Sectm t. Centre" wi Sectu)7LatAB.B JL.LPiper's lImproved- Centre PATE$TE D Gdj 22? 1872. IC ffCo iG trutekd ~by the \\,l.^ KEYSTONE BRIDGE Co. Pd sturg/b1'a. I~~~~~~~~ aV I ^v^ ^1^ I I Iv I 0 a 0 l% c Iz 0 aj~-0 1Padp';iDp a i4 0~"~'i~~ib~~~;~ O~Oop-eop-o O o~~~qav-~ PP.MT-ED BY H. J. TOUOY & Co. PHIILA. ______________N___ ______________________________f/ / Wl /TH. /_7_. P~~~~W~~~TE0 ~~~~~~~y /{ J. 7ouvy & Co. P~~~~~~~~~~~~~~~~~~~~~~~~~~,04sr, ___Load." i Totl Lca. 86 TOs ltelO Fig.! Total Load^ A40 Tous, oa la.8 os ~s1 32 4~ 48 0o ^0 4 42 2 j2 28 52 7 88 100 108 108 02 *82 48 3I 2_ 20 tO 2 10 0 8' 2' I'i^. To~ 1 110Torm. Fi^8. 1o 1 loa~d. 30 Toms. 18,17 9 6~1~ 2^ 3~ l._. 6 G 7..,^^ _ 9 9^ 33 82 87 108 125 128 2 4. I a 4- a 2 1 2 30- -X —— Ti-4 ti~~ R 4- 5 1 2'93 2 3 5~3 L^/t^/2\\/3 4'/ &\/ \/^ _l 6X'I \i33'\ 62 \l87.08x1x2 17^ 82 V3 2 Fi, 3. Toial lo T120 Tors. Tie 3. Totl Loa 1O0 Tomn. 3 g, S ^,^ -_ 15 18 ^ 21 24. 24 3 39 74 10 13 14S 14 144 128 100 57 p\ 1 3^ X13 3 3 2 _ I~~~~~~~~~~~~ s3 I \IX 3 \/ \jX 3 \i~2 \Xs5 \lX 8\IX2?V'X{\IX ^ I \l 9 \ 74\l i5\ ^2\^144 x129 i~lOO2 3/ ____i2 i~IC"T""30"~) ~ ~~~~~~~~~~~~~~~~~~~ 41 1 A1!~ 4 L.... 1)4 g- 41 8x1 ^ ^ II v' 59 iTig, 4, Tottal oal 50 TO.. Ri.IO, Total Loa. 10 0 Tons. I8 ^34 _45 52 s55 5 54 24 40 7 46 8 12 5 130 140 1 126 106 60 \ FF7~~~~~7 Pig.5, Total 109.1 60 Toris. Ti^.Th Total Loal 126 TOm.S 2! 3 SI 60 65 6' 66 13 56 35 34 104 140 12 110 1709164 14 11 31 69 2 -_- 21 \38-\L.5j GO\65\L63~1x56.3s /________\_\_0__1\ i~l/M \^/ / ____ 10 I IQ I ~ ~ l~ 10 ~41 ~I 1 T0 ir 1 If x 59 1 ^ ~ I " Y! Fg. Toa lI TL 70 Tons.iL To^ I 3^4j44 5 72 80 8 4 54 4 4 2 63 112 1. 86 17O 1 15G 63 Go Uw~~o20r 12'VI 18 1 5 0 18'2 7 G_ -,;~ ~~ 211 I4II1Z1E7T4 I A- II A- 7~~~~~~~~~~~~~~~~~~~~~~~~~4 1 I J~~~ioj l~~~~~~fi ~ ~ ~ ~ ~ ~~ ~~~o to to I87E~~~~~~~~~~~~i~~~ 18~~ 10 1 21 G i0 5 W 1] 10 S 3 ~ S~ lj 10 ~ 10 814 112 1I0 I'O il''o il'0 1} 11 1 5 ~c B~~ilaFun~fH^^ PRIE 33 H.17o }V&.o.P 44 ^ ~~~~____~~_______________________ _____ __~_ _______ KPlatell. --.- I~~................. BEER 1/ III lS e T=S S 111 1,, 11 _ p __'. _,,T.. __ _._ -- Y. J. _T _ _ _ _._ = 7 - - _ 1 7L _ _ /- /j COMPE TITION DESIG N KEYSTONE BRID CE L COM.. ~ - I. ^?~ PmHTEo SY i. J. TOUOY & Co. P L.,A.,^b~urh Pee a'PITD3..~D ~C.PI Plate. 3^ 4 5 6 7 8 9 10 II 12 11112 "1 11I I i I I I ^ i -' ^^JL 9 14 I I LR o 18^ 1 1 11 4 1 1 - 12 3 4 ] ^ -I -I -I -I I 14 l_ I BEAMS, CHANNELSTSI ANGLES, TuBULA COLUMNS, STRUTS,&C. \xKESTORE Bpfsucq Cox Ailts buryr,, Pal. RON LnWoPOOT, LITU', P1tl.A. R_________________________________PRNTEB BY ff. J. ToUOY & Co. PlOU /A.