ENGINEERINGA JOURNAL or

C1v11., MECHANICAL,

I\i1N1No

NEWS
AND

ELECTRICAL

ENGINEERINGNew York, September 24, 1903.

TABLE

OF
Page

LEADING ARTICLES:
The NewGravingDockof theKawasakiDock Yard Co., at Kobe, Japan ___. . . . . . . . . . . . . . .. ' -- --- -- -' -- -- -- -- -- 2-"(illustrated). Dr. GeniiroYamasaki
SorbiticSteelRails. J. E. Stead,F. R. 5., andArthur W. Richards.. . . . . . . .. 261
CrystallizedSteelby 1-[eatTreatment. J_ E-_
The Restorationof Dangerously
Stead,F. R. S., andArthur W. Richards - -~-~' -~-- --~-- ~ ---- ------- -- - 332
A SevereFloodTestof an Earth Damat New Castle,Pa. (illustrated).G B.
. .. ....... ........ .. %ZahniserSociety. _________’ ' ' _' __ _ 264
Fall Meetingof the AmericanElectrochemical"V".
The Partial Failure of a ConcretePavementBetween Car Tracks in .\ew
. . . . . . . ....... . . . . . . . . . 270
Orleans
MetallurgicalTreatmentof Ore by the HomestakeMining Co. (illustrated)
C. W. Merrill, M. Am. Inst. M. E.. . . . . . . . . . . . . . . . .. - --- ------- ------- -- 271
Workon the PennsylvaniaR. R. BetweenHarrisbilrz Mid Gal
Construction
litzin, Pa. (illustrated). . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .. 273
andWaterWastein New York Cit-y. 277
A Further Reporton Water Consumption

CONTENTS
Pggg_
Home-MadeCementTesting Machines(illustrated). . . . . . . . . . . . . . . . . . . . . . . .. 278
AnnualConvention
oi the CentralStatesWater-WorksAssociation. . . . . . . . . . . 278
The Designof a BituminousMacadamRoad for SalemCounty,.\‘. J. (illus
trated) . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . 279
Treatmentof Waterfor LocomotiveBoilers. S. R. Henderson. . . . . . . .. . . . . .. 279
Improvement
EDITORIAL CO.\i.\iENT.-—Theoi Steelby Heat Treatment—ADiscussionon Concrete-SteelTies Are I00-Mile-an-HourTrains Prncticablo?
Blast Furnace Slag as a PavementFoundationat Akron, O.——Meter
Schedules
whichEncourage
WaterWastt.~—ARemarkableRecordin Low
CoatOre Treatment....................................
268
EDITORIAL-Suggested Amendments
to the Laws GoverningtheAwardof Public
Works Contracts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . .. 269
LETTERS TO ran EDITOR.—TwoHandyRulesin DesigningBeamWorki c. E.
Young—Conc-rete
Abutmentand Parapet Wall for 0. Skew Bridge; Ulster&DelawareR.R.(illustrated):M.I-I.
270
ENGINEERING NEWS OF THE WEEK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 280

Japan, and the vice-president is Mr. Yoshitaro
Kawasaki, son of Mr. Shozo Kawasaki.
The work was begun in November, 1896,and thethus taking
ﬁrst vessel was docked in June. 12102,
nearly five and a half years for its comp'etl0n.
The general dimensions of the dock are givenin the preceding table.
The dock accommodates vessels up to 5,000
tons; its capacity is equal to 20,760 tons at highwater.
SITE.—The ﬁrst idea was to build the dock instrata towards the sea, their general arrange
ments are:From h.-w. springtide(0)to — 20it.. . . . . .. Sand.
By Dr. Genjiro Yamasaki.‘
From — 20to -45 ft. Silt.
From -45 "“ -51 "" Silt mixedwith sand.
The Kawasaki Dockyard is situated ne1r the
From -51-52
Brokengranite.
mouth of the old Minatogawa in Kobe, which is
From -52 " —T3 " Compactsand charged
with water.
at present the greatest trading port of Japan.
This ——
T3 ft. was the greatest depth ascertained
Yvhile the dockyard was owned by Government,by the borings, as the lower strata were fairly
the need of a dry dock had already been felt, andwell known from the experience which Japaneseseveral efforts had been made to select a proper
owningnature
of
to
the
bad
artesian well borers had obtained while driving
one,butsite forwells in the vicinity of theground along the 5'91"’-Ya‘
yard. According to their
ccast line of Kobe, the task
information,
struc
this
sand
of building such a
stratum extends as far
ture was given up 8-S
down as -— 90 ft.; then fill
an impossible achievement.
lows another layer of silt
The result was the con
about 33 ft. lndepth to -—struction of a patent slip
1% ft. below which there
in the doc-kyard which ac
is another layer of com
commodated vsssels up to
pact
sand. The depth oi’
2,000 tons and which ls
this sand stratum is notstill in good working order.
known, but it is certain
A few years after, viz., inthat it extends as far as
1586, this dockyai-d was
Shoz:
16$ ft., the lowest limit
given over to Mr.
Kawasaki, who still mainever reached in the vicinityof the site.
tains an active inte.est in
The silt layer, which lies
its welfare.
below the uppermost sandOwing to the sudden in
stratum on land, forms tte
crease of trade in Kobe
sea.bottom on the sea partfrom about the year 1S‘.'3
This silt bottom was soand to the consequent insoft that, while the boringcrease of large vessels
was being done in front of
frequenting the port, athe shore subsequently redry dock becamean urgent
claimed, a.boring rod, acci
necessity to meet the re-dentally dropped, sankquirements of these vasabout 12 ft. by its own
Investigation into
sefs.
weight, and later, while
the subject was, therefore,
constructing the cofferdam
again taken up, a.nd afterin this part, great trouble
a careful study of the na
was experienced owing toture of the ground andsliding in of the trench
dealingthethe methods ofmade for the puddle.
with it. it was ﬁnally da
The test pit, sunk near
cided to start -the work.
the seashore, wasft. inJust at this time, October, 1896, the dockyard,
diameter and its wall wasplanksmadeofwoodenwhich had been Mr. Ka
NEW DRY-DOCK OF THE KAWASAKI DOCKYARD CO. AT KOBE. JAPAN.
strengthened inside andproperty
wasaki‘sforDr. Genjiro Yamasaki, Chief Engineer
outside with angle irons
about ten years, wasand iron bands. Viihen its lower extremitytransferred to a joint stock company, which is thethe northern corner of the yard, but after consid
present Kawasaki Dockyard Co., Limited.
Theering the arrangement of workshops, building reached — 40 ft., or it was sunk about 18 ft.
into the silt, the inside of the pit was driedpresident of the company is Mr. Kojiro Matsu
slips, etc., it was decided to select the southeast
pile was driven. Vi/'hen thekata, son of Count Matsukata, ex-Premier of
ern corner for its site. The area of the site thus up, and a. wooden
lower
end of this pile was down to — 53 ft., water,
chosen being too small for the dock, necessary
which found its way along the pile, appeared, andShaka.‘ space had to be obtained by reclaiming the fore
it rose so fast in the pit that it was ﬁlled with
Extremelength,outercaissonstopto toeof wall atshows the original
428.0 shore. The line X Y in Fig.
head.
— 26 ft. to within
ft. of its top edge
Lengthon the ﬂoor . . . . .. . . . .. . . . . . . . . . . .. . . . . .. 392.0 coast line. As the easterly wind is the one to be water from
Widthof bodyat copinglevel (narrowestpart)... . 79.8(+ IL), or 18 ft. in 50 minutes, or at the rate of.
Widthof entranceat copinglevel. . . . . . . . . . . . . . . . .
most feared, the direction of the center line of the about 12 tons per hour. This water, which exists. ... .. ..... .. ... ..... .
Widthof entranceat bottom
dock was turned as far north as possible, anl
Iicpth of sill belowcoping. . . . . . . . . . . . . . . . . .. ‘U
in the stratum of the compact sand, has a suffi
Depthof sill belowh. w. springtide. . . . . . . . . . . . . .. I3
that of the ﬁnished dock is north 46° 50’ east.
cient head to raise itself up to nearly high water
Rangeof springtide. .. . . . . . . . . . . . . . . . . . . . . . . . . ..
level. It is a mixture of salt and fresh water
NATUREOF GROUND.—Two
GEOLOGICAL‘Tho rhaku is almostequalto the English foot. heborings on land, two borings on the fore-shore, and its level ﬂuctuates in concord with the rise
ingequalto 0.9942-ft.;in this article“foot" is to beun
derstoodas "shaku."
and one test pit near the coast were driven to and fall of the tide on the outside sea. These
ascertain the geological nature of the ground. facts show that it has a connection with the sea‘Chief Civil Engineer,KawasakiDockyardCo., Kobe,
Altogether there is a. slight inclination of the water in some way or other.
Japan.

TIIENEW ORAVINO DOZK OP 'lliE KAWASAKI DOCKYARD C0. AT KOBE. JAPAN.

it

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5-

ENGINEERING NEWS.

258

COFFERDAM.——The geological nature of the to 29 ft. of brick. They were all ﬁlled with con
ground being as above described,it was thought crete after sinking was completed.
almost impossibleto executethe work in the dry,
While the cylinder sinking was executedon one
but as the ﬁrst step for the work it was decidedto hand,excavationwas carried onon the other,whichcoiferdam,whosetotal
enclosethe dock-site with a
was all done by a Prlestman dredger and steam
length was 1,540ft. (Fig. 1), and to adopt a. pilewinches. The depth of the excavation was —-41
foundation, beginning from one end and proceed ft. along the center line, gradually rising to — 38
ing little by little and ﬁnishing the concretebot- - ft. at the sides; where the pumping chamberand
tom as the work went on. The puddle on the rudder well came,they were excavatedto — 43 ft.
dam reached — 38 ft. on the reclaimed part and The section No. 1, Fig. 2,
shows the form, when
24 ft. on the land part. On completion of the the excavation was completed;this section alsodam, which took place about a year after its
shows the general arrangementof the geologicalcommencement, when the water inside wasstrata.
pumpedout to -—12 ft., a sinking of one sectionof
PILE DRIVING.-—After the excavationwas ﬁn
the dam occurred,while, at the same time, a part _ished, as the necessarypreparation for pile drivof the bottom of the enclosedsite was forced up
ing, a temporary staging (Fig. 3) was erectedall
above water and formed a small island, so toover the site, the posts of which were driven at a
speak.
distanceof 121,5ft. both ways. Beams and cross
EXCAVATION
AND WELL SINKING.--Suchbeams being ﬁxed on these posts, rails were laid
being the case, it was almost impossible to pro
longitudinally, on top of which frames for sup
porting pile drivers ran. Rails being laid on theupper face of theseframes, pile drivers were able

Vol. L.

No. 13.

ranged from 1,5to %-in. The total average of
number of piles driven per day per driver was 7.9;
the minimum being 1, when men were not accus
tomedat the beginning,and the maximum 15.
Although extreme care was taken in driving
piles, it was rather difficult to judge of their
bearing power,especiallyas they weredriven withthe use oi.’false piles, and it was thought prudent
to appeal to the direct trial. Such trials were
madeat two random placesby loading 100tons
necessaryreduction being made for the buoyancy-—of pig iron on top of a wooden frame whichstood on four piles. But although each pile had
to bear 25 tons net, there was no appreciableset
tlement in any one of the piles at these places,
while the maximum calculated load the piles
would have to bear was 11 tons. The section
No. 2, Fig. 2, shows the staging, frames, drivers,
etc.
RUBBLE
PACKING.—Afterthe piles were
driven, their heads were cut oi! and rubble
stonewas thrown in betweenthem to the average

Section E-F

News.

FIG. 1. PLAN OF SITE OF DRY-DOCK AT KOBE, JAPAN, SHOWING DETAILS OF COFFERDAM CONSTRUCTION.
ceed with the original plan of working even if
repairs were made to the dam, and it was decided
to executethe excavation,piling, concreting,etc.,
all under water. As the ﬁrst- step in this task,
15 cylinders, each 12 ft. in diameter, were sunk;seven in front of the entrance, three along thenorth entrance side wall and ﬁve along the south
entrance side wall. Those sunk in front of theentrance, were taken off (two of them partially)
to form the entrance after the completionof thedock. Subsequentlya row of six cylinders, each
10 ft. in diameter,were sunk in front of the row
of seven cylinders, and the space between these
two rows of cylinders was partly ﬁlled with con
crete (to — 20 ft.) and partly with puddle to serve
the purposeof a dam when the inside of the dock
was pumpedout for the facing. Eight cylinders,sunk along the side walls, were embeddedin theconcrete and formed a part of the wall. The
spacealong the dock head, being very much lim
ited owing to the public road, seven more cylinders were sunk along the head to serve the purpose of retaining earth. The depths to whichthesecylinders weresunk were — 49 ft. to — 53 ft.
for the entrance part and — 48 ft. to — 49 ft. forthe head part.
The cylinders were of compositeconstructionof
wood and brick, the lower 2-1ft. (18 ft. in 10-ft.
cylinders) being made of wood, and the upper 24

to move tranversely; thus pile drivers could be
moved both longitudinally and transversely withrespectto the dock. Nine drivers were used, ani
for their working 11steamwincheswere set along
the north side of ‘thedock site.
The lengths of the piles ranged from 22 ft. to
25 ft., though at special places piles of over 30 ft
were used, and their diameterat the smaller end
was 81/_»_
ins. They were driven 2% ft. c. to c.
both ways. In addition, close piles of similar
size were driven all round the site to provide
against the escapeof silt. They were all of pine
and the total numberof both foundationand close
piles was a little over 10,000.
The rails on top of the staging being laid justat about high water level and the lengths of thepiles being such as abovestated,it becamenecessary to use false piles for driving, which were
38 to 41 ft. in length. Where timber is abundantsuch an awkward procedureof using false piles
might not have been adopted;but here long piles
are comparatively scarce and consequentlydear,
which condition led to the adoptionof the method
abovementioned. Of course,the use of false piles
gave great trouble in driving, both from frequent
breakage of the piles themselvesand from theirconnections. The weights of the hammers usedwere from 1,700to 1,900ibs., and their fall was
generally fixed at 10 ft., and the ﬁnal penetration

thicknessof 3 ft., leaving 1 to 1% ft. of pile heads
projecting above the rubble to be subsequently
covered with concrete. When the rubble waswell rammedin betweenpiles with men on boats
and with the aid of divers, it was found that soft
silt oozedthroughthe intersticesof the rubble andsettledon the top of it. This silt was so soft thatit could not be removedwith any kind of vessel,
and it had to be sucked up with the aid of cen
trifugal pumps. Thus the ground was ready forconcreting. The section No. 3, Fig. 2 shows theform at this stageof the work.
CONCRETE DEPOSITION UNDER WATER.
The injurious effect of sea water on cementcon
crete is now well known among engineershere.
As concretewas to be depositedin its most un
favorable condition, namely, directly after its
preparation, it was decidedto change the water
inside the dam to fresh water. Although thevolume of water present in the dock site at thattime was calculatedat 80,000tons, as it must be
done gradually, over 310,000tons of water from
Kobe waterworks was required for this interchangeof sea and fresh water, the latter enteringfrom the surface, and the former being pumped
out from the bottom,togetherwith the scum pro
ducedby an unavoidablewashingof mortar. The
proportion of salt to fresh water was ascertained
from time to time by analyzing water taken from

September 24, 1903.
the surface, middle and bottom at three places,
and by ﬁnding out the quantities of chlorine andsulphuric acid it contained. The quantities ofchlorine and sulphuric acid was 10.869and 1.924
grams per liter at the commencement,but was

ENGINEERING NEWS.
No. 5 and No. 6 show the form of concretefor sidewalls, and the necessary frames erected for its
deposition. This brought up the top of the con
crete to 8 ft.
Concretlng under water was stopped at this259
step taken was to put in clay puddle directly on
the back of the side walls all around the dock.
Previous to the laying, all the frames hitherto
constructed at the back for the deposition of theconcrete walls were taken off, and new frames_ __H._W.

__

SeventhStage.

_. "

Ens
Nlwa.

EighthFinished

Stage.

FIG. 2. DIAGRAM SECTIONS SHOWING SUOCE SSIVE STAGES OF THE WORK.
were erected in their places to provide for thelevel of 8 ft. below high water, as
bulging out of the puddle. The puddle was preby the previous experience it waspared by two pugmilis driven by steam engines.
thedockcertain that water inside
FourthStage.
site, owing to the existence of the
The prepared puddle from thosemills was made to
reduced to 0.352and 0.071grams, respectively, atouter cofferdam, with the sunken part repaired, fall into skips (same skips used for concrete) on
the end. The charging of fresh water gave also
could safely be lowered to at least 10 ft. below
boats lying alongside the bank, and was loweredhigh water level.
the advantage of maintaining the water level in
into its destined spots, necessary precautions be
English cementwas mostly used,supplledas fol
ing taken to insure awater-tight jointwith naturalside the dock site, so as not to injure the concretein its imperfect state of hardening.
lows: J. B. White & Brothers, 3,731 tons; Knight,
bed of silt. The actual thickness of the puddle
The deposition of concrete under water was
Bevan & Sturge, 2,798 tons; Mikawa Cement Co.,
becamemuch greater than the designedthickness
550tons. The factory of the last-named company of 6 ft., and in some special places it becameevenstarted from the entrance side in the whole width
is in the Province of Mikawa, Japan.
of the dock bottom and to an average depth ofabout 8 ft., owing to its bulging, in spite of the
9 ft., which depth was previously ascertained by
Puzzuoiana. was got from one of the Goto Isi
existence of frames to sustain it and precautions
experiments. This deposition was accomplished anda (not far from Nagasaki), in the Province of
taken to ﬁll in sand as soon as possibleto counterby skips and cranes set on two pontoons, each Hizen. Gravel and sand used were mostly ob
act its pressure. The clay used for puddle wascarrying two hand cranes, men standing on the
got from Awaji Island.
tained from the sea coasts in the vicinity ofboats and on banks giving necessary directions as
Kobe. The total quantity of concrete deposited
The back ﬁlling of sand was carried on together
to the proper positions where skips were to be under water was 27,200cu. yds., and the greatest with the puddle laying, care being taken that thequantity lowered in a day (24 hours) was about surface of the sand should always be below thatlowered. The skips were made of iron and had acapacity of 32 cu. ft. They were provided with\canvas covering to minimize the washing of mor.
tar during the sinking.
In order to secure the best possible union be
tween the concrete,the work was pushed day andnight without interruption. The divers were notallowed to disturb unset concreteand pumps were
employed to take oft‘ the scum produced by un
avoidable washing of mortar. The proportion of
concrete for the bottom was 1 part mortar to 1
bart gravel, and the mortar consisted of 1 partcement, 1 part puzzuolana, 0.19 part lime and 3
parts sand. The concrete used for the side wall
had the proportion of 1 part mortar to 1% parts
gravel, and the mortar consisted of 1‘,-4;parts
cement, 1 part puzzuoiana, 0.25 part of lime and4 parts sand. The concretewas mixed by three
Carey-Latham concrete mixers of 10 cu. yds.
capacity, and the mortar was prepared by 20
mortar mills of 6 ft. 6 ins. diameter. The setting
time of mortar to be actually used was constantly
observed in the cement testing room by imme:s
ing mortar in the water taken from the dock site,
and its beginning ranged from 8 to 10 hours inwater. The utmost care was taken in deposition
to Join new concreteto old, before the latter began
to set. Fig. 2, section No. 4, shows the form of
the bottom as actually determined by soundings.
After the bottom concrete was all ﬁnished, thenext step was the deposition for side walls, andbefore it was commencedall dirt was taken off
from the bottom concrete surface, minor dirt,
FIG. 3. VIEW SHOWING TEMPORARY STAGING AND PLANT FOR DRIVING FOUNDATION PILES.
scum, etc., were blown off by jets, and necessaryof the puddle, lest sand should ﬁnd its way
G-10cu. yds. The total number of men, divers,
frames to conﬁne concrete to the designed form
carpenters, engine drivers, cooiies, etc., employed through interstices of planking into the space forwere erected; these were all erected by divers.
day's
the puddle. Puddle and back ﬁlling were tem
for this work only was 149,000,reducedto aConcrete for side walls was deposited in two
porarily stopped when they reached nearly thelayers of 7 ft. and 12 ft. deep,the same care being work of 10 hours.
same level as that of concrete deposited under
PUDDLE AND PARTIAL FILLING.-—The next
taken for deposition as for the bottom. SectionsENGINEERING

September 24, 1903.

,_,_

qﬂlm
IN
Mm
_Wu
vm

G
-

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1o

passingthroughthe patentingprocess,which consistsin
Osmondwho ﬁrst usedtheterm,‘ andhis remarksintro
ducedbelowshow the groundon which he Justifiedhis heatingto a temperature
at whichthe steel"scales"andconclusions:then cooling more or less rapidly through the critical
From a physico-chemical
pointof view, thereis not a points,containlargequantitiesof sorbite,readilydetected
greatdifference
pearllteandsorbite. But sorbite by the microscope
betweenafter etching,or by the comparatively
may be obtainedsideby sidewith pearliteby hastening darkcolorthewholesurfaceassumes
whenetchedsideby
the coolingwithoutquenching,or by quenchinga steel
sidewiththerodbeforepatenting.
The propertyof en
just at the endof the critical interval,or, again,by reabling the patentedrod to be drawn to a muchgreater
heatinga quenchedsteelto aboutthe samecritical interval. For all thesereasonssorbitemay be considered finenessthanis possiblein theunpatented
materialis un
intoferrite
as pearlltewhichhasnotbeenableto separate
by reasonof lack of time,or from some doubtedlytheeﬂectof the sorbitepresent.
and cementite
othercause,andit seemsto be truethat it oughtto con
naturallyconcludedWe
responsiblethatif
sorbiteisfortain a little more"hardening"carbonthan free pearlite. theexcellentqualitiesof oil-quenchedsteelandnegatively
constitu
it hasbeensaidthatsorbiteis an unimportantent, and severalauthorshavenot distinguishedit from quenchedsteelwire rods,thereis no reasonwhy it should
pearlite. I think this is wrong,andfor this reason.that not beproduced
in steelrails, tire, etc.,withoutgreatex
in the ﬁrst editionof this work l did not give with sui!lpense. With thisobjectin viewweﬁrst experimentedoncient clearnessideaswhich were perhapsslightly conthat sorbite,aithoughtit can 5-ft. lengthsinsteadof completerails, but insteadof al
fused. But if we remember
only remainpresentin annealedsteelsup to a certain lowingthemto cool, we plungedthemat onceinto coldof “negative"quench
point,is essentiallycharacteristic
improvesthe or warmwater,and afterwardsreheatedtill theywerea
lags, and that this procedureconsiderably
propertiesof the steel,it wouldundoubtedly barelyvisiblered—thatis, to a temperatureof about500'
mechanicallegitimateasto distinguishsor
andappearasnecessary
theyweremostthoroughlytest
C.—afterwhichtreatment
distinguishsteelscoolednat
bitefrom pearliteas it is tourally in air from steelswhichhavebeensubmittedto ed. The resultsareas follows:"negative"quenching,such as oil hardening, SERIES A, B, C, D, AND E.—Manufacture:A, manu
aboveblueheat.
or tempering
doublequenching,ironon thebasicopen-hearth;B,in myopinionit is veryprobablethatthepresent facturedfromhaematiteof rails, etc., will
D and E from basicBessemer
steel. Section: A, B, D
methodsin the manufacture

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trifugal pump is set up on it to give greater con
veniencefor the removal of water ballast.
PUMPS.—The main pump is an e'ectrica.lly
driven 30-in. centrifugal pump, the electricity te
ing supplied from the main electrical station of thecompany. This is the ﬁrst instance of the erection of e. motor for this purpose in Japan. Be
sides this main pump, there are an 8-in. drainage
pump and an air pump for starting the main
pump, both of which are driven by electricity.
This main pump has the capacity to raise 5,000
tons per hour and will lay dry the dock in aboutfour hours. The pumps were those manufacturedby the Lawrence Machine Co. and the motors

NEWS.

a_

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ill

A

~

iiliiii‘iiiii’iiiilii’i
LOﬂgiTUdll'\Cll'
Secrion A-8.
Section E-F.
Secrion C—D.
FIG. 6. GENERAL DETAILS OF THE NEW DRY-DOCK AT KOBE, JAPAN.
85.5lbs. per
were by the General Electric Co. All these eventuallyappearprimitive,and hopethat the greater and E, 60 lbs. per yard ﬂat bottomrail;
quantityof pearlitein our steelwill bereplacedin future yard bull-headrail. Analysisas follows:
were supplied by the American Trading Company. practiceby
sorbite.
DA
As there is no need of boilers, the pump house is
From the pointof viewof micrography,
sorbiteis char.....
o.é9 0.:i1 0.40 0.415 0.-is
acterizedby theabsenceof strim,and by thepropertyof Carbon.
very simple, its roof standing up only about 2.6 ft.
0.72 0.72 0.73 0.57 0.82
coloringrapidlyby polish-attack,or by tinctureof iodine, Manganese
0.0:;
0.02 0.03
0.04 0.00
above the ground level.
evenwhenthe latter is dilutedwith its own volumeof Silicon .......... . .. .
TREATMENT OF THE RAILS OF EACH SERIESThe dates at which the several works above alcohol.
AFTER CUT'l'I.\'GAT THE HOT BAW.—Al.Normal;alparticularproperties
thisSo
distinctiveare
which
the
described were commencedare:in hotwater;recondition,or variableconditionof thecarbidesin iron and lowedto cooldownin air; A2. Quenchedheatedto 550°C., (16 mlns.),and allowedto cooldown
First coﬂerdam. . . . . . . . . . . . . . . .November,1896 steel,conferson steelthatfor yearsit hasbeenthe prac
air;
Excavation. . . . . .
water;. . . . . . . . . . . . . . .i\‘ovember,in1896 tice of steel manufacturers,
A3.
in
hot
reheated
to 500°C.
Quenched
expense,toat considerable
Cylindersinking. ..
....
. . . . . .Msrch, 1999
tough (12mlns.),andallowedto cooldownin air. B1. Normal;
Piling....Deccmber,1898 oil-quenchheatedsteelin orderto obtainincreased.. ..... .
Concreting. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Aprll,
1000 nessandstrength,andfor wiremanufacturers
to "patent" allowedto cool down in air. B2. Quenchedin boiling
Stonefacing............... . . . . . . . . . . . ...luly,
to 650°C. (30mlns.),andallowedto cool
1901 their wire rodsto arriveat similar result. It is the water; reheated
The dockopened. . . . . . . . . . . . . . . . . . . . .. . .June,
1902
Normal; allowedto cooldownin air;sorbite producedwhich confers greater tenacity and downin air. C1.
water;reheated
C2.
i
n
hot
to550°C. (40mlns.),
Queriched
1,700,000yen
The total cost of the work was
toughnessto the steels.
and allowedto cooldownin air. D1. Normal; allowed($850,000).
air;
to
cool
down
in
D2.
in cold water; reQuenched
DESCRIPTION
OF EXPERIMENTS IN MAKING SOR
The writer of this paper acted as Chief Engi
heatedto 650°C. (.10mlns.).and allowedto cooldownin
BITIC RAILS.
neer for the work, and his chief assistants wereair; D3. Quenchedin warm water; reheatedto 500°C.
On mostcarefullystudyingthe effectof oil quenching
Samuru Maruta, M. E., and Jinzo Okamura. The
mlns.),andallowedto cooldownin air; D4. Qnenchedon steel,we found,as was naturallyexpected,that the (30 water;
drawing Fig. 6 shows the construction of thereheated
to 450°C. (30mlns.),andallowed
proportionof sorbiteis greator small accordingto the in hot
tocooldownindock and the view on page 257 shows the com
air. E1. Normal; allowedto cooldown
sizeof themassquenched.The centralportionsof large in air;E2. Quenchedin hot water; reheatedto 550°C.
pleted structure.
massesafter treatingcontainmuchless sorbitethanthemins),and allowedto cooldownin air; E8. Quenched
exteriorportions. If, on the other hand, the sectionof (l0water;
reheated
to 500°C. (25mlns.),andallowed
the steelquenchedis verylight, onemayreadilyhavein in hot
to cooldownin air; E4. Quenchedin boilingwater; re
SORBITIC STEEL RAILS *additionto sorbitesomeof the morebrittle constituents heated 450°
toC. (40 mlns.),andallowedto cooldowninof steel.
By J’. E. Stead, F. R. S.,'i' and Arthur W.
air.
Similarly,when steelis air hardened, may contain
Richards.I
The resultsof the mechanicaltestswereas shownby
practicallyno sorbite the massof steelis great, andExceptionhasbeentakenby somethat sorbitehas not
the top of page262.
muchofit the sectionis slight. For instance,a wire the tableat
testingby Brinell's methods numberof impres
s. suﬂicientlydistinctivecharacterto justify recognitionindiameterandu ﬁnewire madefromthesameof its individuality. It is pleadedthat it is a transition rod1/-in.in
sions were madeon eachrail, and the resultsobtained
steelcontaining0.70%carbon,when cooledin air fromgivingthehardnessnumbersstatedin the
betweenthe statein
conditionof thecarbideintermediatesay 850“C., become,the wereaveraged,
sameinitial temperature,
whichit existsin hardenedand annealedsteels. It was thefirst sorbitlcand tough,whilst the secondwill be in an table.
Theseresults
were so satisfactorythat we proceeded
intenselyhardor brittle condition. Steelwire rodsafter‘Abstractof a paperreadbeforethe iron and Steellawith furthertrials,with the objectof avoidingthereheat
stituteof GreatBritain.
ing.
previousexperiments,
in
the
As
we used 5-ft.
Middlesbrough,England,“Melaliosrai>hy."byTerraceill Queens‘See
F- Osmond. London: c.
England.
lengthsof hot rails, but this timewe plungedtheminto
1BilbaoHouse,Mlddlesbrough,Griffin Sons,Ltd., 1903.
it

a

if

if

6’:

E

B

a

my}

C

C

Section 0-H.

I

Secrion l—J.

260
water. This stage of the work is shown in Sac
tion No. 7, Fig. 2.
PUMPING, CONCRETING ‘AND TEMPORARY
LOaDING.—-The interior of the concretebox, so to
speak, was thus shut up from the outside except
above 8 ft. below high water level, and the water

ENGINEERING NEWS.
sary having thus been made, water was pumped
out from inside the dock, and it was found thatthe leakage in the whole dock amounted to only
1 cu. ft. per minute, or less than two tons perhour. The photograph, Fig. 4, shows the dockwhen it was emptiedfor the ﬁrst time.

FIG. 4. VIEW SHOWING CONDITION OF THE INSIDE OF THE DOCK WHEN PUMPED OUT
FOR THE FIRST TIME.
inside the cofferdam was begun to be pumped out.
“(hen the water was lowered to — 8 ft. the top of
the side wall appeared above the water, and it
was further lowered to — 9 ft. on the outside ot
the dock and to — 12 ft. in the inside.
As the work was so constructed that there
should not be any direct connection between theoutside and inside of the dock, it was evident that
had there been no fault either in concreteor pud
dle, there should not be any change in the waterlevel inside this box. Several days’ observations
showed that the daily increase was only about%-in., and this conﬁrmedthe belief that there was
no appreciable leakage. Consequently had there
been no upward pressure to lift the box or had thebox been heavy enough to overcomethat pressure
in case such existed, the box would now havebeen in a. stage to be safely emptied. Careful
calculations, however, showed that it was not sate
to do so, as the box was not heavy enough tocounteract the upward pressure oi!water existingunder the bottom. This pressure under the bot
tom was ascertained by the level of water inside
S-in. iron pipes, which, to provide for the casewhen the observations of the bottom pressure
should become necessary, were previously im
bedded in the rubble packing under the bottom
concrete. These pipes had open ends and throughthe bodies of the last ones holes were pertorated
to make the ingress of water easier. They raw
under the side walls and went up through them,and their upper ends reached above high waterlevel. There were six such pipes, one at thehead, two on the north side and three on the south
side. The observations of water level in thosepipes showed that water not only rose quite highup in them to nearly high water level, but undu
lated in concord with the undulations oi! the ex
ternal tides, the only differences being in small
ness ot range and lateness oi.’time.
The pressure existing under the bottom having
thus been ascertained, concretewas further raiserl
on the side walls in the dry (Section No. 7, Fig. 2)
and, as this alone was not heavy enough, rubbfe
and gravel were thrown inside the dock to serve
as a.temporary load. The total amount of rubble
and gravel was 8,000cu. yds., and thus the excessof the weight of the box above the bottom pressure becamemore than 12 tons per lin. ft. of thedock length.
All the precautions which were deemedneces

MASONRY FACING.—Such quantity of water
being almost nothing, the preparations formasonry work were at once started, andgas theﬁrst step for that, a temporary scaffolding, which
was to serve two purposes, of lowering concrete,mortar and stone,and of taking out the temporaryload, was erected over the centre line or the dcck,
and after its completion the stone setting wascommenced. Four cantilever cranes, which were
designed and constructed in the dockyard, weremade to run on the side walls; four derricks
worked by steam: two 3-ton hand cranes, andVol. L.

put in to C0mi>ensate
for the insufiiciency of theweight of the Concretebox, it could not be taken
oft at once, but had to be removed gradually as
the stone facing progressed both on the bottom
and the sides. This gave great trouble for work
ing ,as the removal of the temporary load, levelingof irregularities of bottom surface with concreteand stone setting must all be done in a. very lim
ited space. Stone setting was commencedbothfrom the entrance part and the head, and thegreatest number set in a day of twelve hours was
1,310cu. ft.
The facing stone was all of granite, mostly from
Tokuyama quarry, and its thickness was from 1.3
to 2.6 ft. along the sides and from 1.5 to 2.5 ft.
along the bottom. Special care was taken inbuilding the entrance part, large-sized stones be
ing used, and chains and rails being imbedded insuitable positions along the bottom and the siles.
Mortar used tor stone setting for the dock body
had the proportion of 1 part cement,1/;part puz
parts sand, and that for the en
zuolana and 21/5;
trance part had the proportion of 1 palt cement to
1 part sand, both by volume. The only structuresin connection with this dock in which granite was
not used were the part of the culvert leading to
the pumping house, penstock chamber, and thearch of the lower chamber of the pumping
house, all 0! which were lined with hard burnt
bricks.
(On each side of the central drain 5-in iron pipes
were laid with branches of 11,4;-in.iron pipes,
which were to collect leaked water, though veryslight, and discharge it to the rudder weil.
PUMP I-IOUSE.——Afterthe bottom ccncrcte wasdepositedand set hard, a frame corresponding to
the inner dimensions (allowance being made forfacing) of the pump house was weighted down
onto the bottom duct, an outer frame was erected
outside of It leaving a space between thezn,which
had to be filled with concrete under water andhad to form the body of the wall. After the wall
reached the proper height, the inside and outside
frame were taken off. The inside was then lacedwith stone and the outside was backed with clay
puddle. In that part of the side wall, where theculvert leading to the pump house had to p1ss,
another frame was set down at the same timewith that for the pumping house, and when, after
the water was pumped out irom the dock, it wasremoved, a tunnel was formed connecting the in

FIG. 5. VIEW SHOWING STAGING AND PLANT
two trussed beams, which were spanned between
the central scaffolding and the side walls, were
the principal machines used for lowering materials, setting stone and taking out the temporary
load. This plant is shown by Fig. 5.
As the temporary load, above alluded to, wasNo. 13.

FOR LAYING THE STONE FACING.

side of the dock with that of the pump house.
which tunnel was subsequcntiy lined to form theculvert.
CAISSON.—The caisson is of the box-shapedtype with four sluices of 20 ins. diameter for letting in water, and an electrically driven 5-in. cen