Unit” Girder Frame
PATENTED
The Frame is delivered as one complete unit, all members properly spaced and rigidly attached for the reinforcing of Beams, Girders, Arches, etc.
It is not a Single Trussed Bar, nor a Single Deformed Bar, but a complete reinforcement for Beams, Girders, etc.
“Unit” Socket
PATENTED
The “Unit” Socket supports the “Unit” Girder Frame so that the center of action of Reinforcing Metal is exactly located before concreting.
The “Unit” Socket is always available for supporting shafting.
I
F you desire a fireproof factory building or warehouse, you can build the floors of reinforced concrete at 20 per cent, to
25 per cent, less than steel fire-proofed with terra cotta, and the rate of insurance will be the same in each case. It will cost 10 per cent, more than slow burning, but will save one-half the rate of insurance. . ., ,.
The construction will be more durable and lasting, as it neither rusts nor rots; having no joints, there is no vibration. To accomplish this result, use the ‘ ‘ Unit ’ ’ Girder Frame, “Unit ” Socket and local labor. Catalogue mailed upon request.
UNIT CONCRETE STEEL FRAME CO..
1412 Commonwealth Building,
PHILADELPHIA. PA.
pipe. These plates are rolled with bulbous edges, which are gripped in two horizontal locking strips, rolled like a thick letter I turned on its side. The thickest pipes used were only 5/16th. All are protected against corrosion by dipping hot into Trinidad asphalt. The contract totaled up to 60,000 pipes, weighing 76,000 tons, and cost, delivered but not laid, £1,025,000, say, Rs. 200 per ton and Rs. 9 per foot run. Apparently the raw material for the pipes came from home, but they were made up in Australia, which offers a marked contrast in the matter of local manufacture to India. Ordinarily the pipes are laid in trench under two feet of sod, but across the numerous salt plains they are raised off the ground on trestles to avoid corrosion, and all. are roofed over to protect them from the sun. No provision whatever has been made in the pipe-line against longitudinal expansion, and experience goes to show that none was needed.—Indian Engineering.
Monument Improvements.—The Washington Monument is suffering from the era of prosperity. It is one of the institutions in the world which cannot put on an addition to meet increased demands upon it. The elevator is now operated continuously, instead of carrying a load of people to the top and there waiting till they can see the view before bringing them down. This was for years the plan. It takes about seven minutes each way to make the trip, and although constantly going back and forth like a vertical shuttle, it does not accommodate those who want to visit this edifice. At least, the known length of the waiting line keeps many people away. A small charge, perhaps ten cents, would be a much better regulator in keeping down the number who desire to use the elevator, instead of subjecting everybody to a wait of from a half to a full hour, much of which must be spent standing outside in the cold.
This elevator service has reached a highly systematic basis. The cage will hold thirty persons under the order, “stand facing the door, just as close as you can,” which the officers repeat as the compartment is filling up. At the base of the monument and within the structure, a room has been finished in marble, with steam heat, electric light and old mission furniture. This, too, holds just thirty persons, or the next load on the elevator always. Persons out of doors form a line and are admitted to this room in blocks of thirty, every fifteen minutes.
j
The new elevator carries the name of the new Police Commissioner of New York, General Bingham, who as Col. Theodore A. Bingham, of the Engineer Corps of the army, detailed to the care of public buildings and grounds, attended to the installation of the new elevator in the monument. This is recorded in a bronze tablet over the entrance to the elevator.
The skyscrapers of New York are approximating the height of the Washington Monument, so that if this structure were in that city it would be much less an object of wonder and admiration than here, where nine or ten stories is practically the downtown limit of buildings. The view from the top of the monument is exceptionally beautiful with the winding of the Potomac up stream, between well marked palisades, and its broadening out, near where the monument stands, into what is practically an arm of the sea, so that it lies glistening in the sun as it spreads out toward Alexandria and Mt. Vernon and the south. The river flows in an almost north and south line below Washington, a variation which brings its waters for an extraordinary distance within the range of the south windows of the upper part of the White House, as well as of the monument, thus adding greatly to the beauty of the scene upon which our Presidents have looked at the close of day for more than a century. Other things in Washington have changed beyond recognition, but the Potomac, as it comes from the mountains and flows toward the sea, is pursuing a course which, except for the recovery of swamp lands on the Washington water front, has been undisturbed through all the years. This is the advantage of placing an historic structure beside a piece of Nature’s work.—“The Listener,” in the Boston Transcript.
Gleanings from the United States Railway Returns.—The latest publication on the subj ect of the United States railways which can be consulted in any London reference library is the report of the Interstate Commerce Commission for 1903. The whole report is replete with interesting information, from which the following notes have been compiled:
Mileage Open.—The total working mileage open increased by 5,500 miles over that open twelve months previously, on June 30, 1902, and amounted to an aggregate of 207,- 977 miles. Apportioned in relation to population and area this gives 26.03 miles of line per 10,000 inhabitants, and 7,000 miles of line per 100 square miles of territory. The total mileage, including double tracks and
sidings, amounted to 283,821 miles. The greatest railway density in relation to area is in the State of New Jersey, where the route mileage is 30.17 per 100 square miles, Massachusetts ranking next, with 26.39 route miles. In. the sparsely populated States the relation of route mileage to inhabitants is a large one; for instance, Nevada, which has only 0.87 miles of lin,e per 100 square miles of area, has 213.73 miles of line per 10,000 inhabitants. At the other end of the scale is Massachusetts, with 7.20 miles, and New York, with 10.79 miles per 10,000 inhabitants, respectively.
The railways are also classified on the basis of the operated mileage of the different companies. Of these 50 have a route mileage of over 1,000 miles, 18 operate lines varying in length between 600 and 1,000 miles, 22 lengths between 400 and 600, 31 between 250 and 400, and 1,160 have less than 250 miles under their control.
Number of Locomotives in Service.—The number of these increased by 2,646 during the 1902-03 fiscal year. The total number amounts to 43,781, of which 10,570 are classed as passenger engines, 25,444 as freight engines, 7,058 as “switching” engines (presumably used for shunting purposes in goods yards), while 799 are returned as unclassified. Reckoning per 1,000 miles of line, there were in use 214 locomotives, of which 52 were employed on passenger service, 124 on freight service, and 38 for miscellaneous duties. Each passenger locomotive carried 65,742 passengers an average distance of 30 miles apiece; each goods locomotive hauled 51,265 tons an average distance of 133 miles during the period under review.
The locomotives are also catalogued in tables, which will appeal especially to engineers, being arranged according to the number of their driving wheels, and also according to the number of their cylinders. Single expansion engines are most numerous, amounting to 40,443. These have an average tractive power of 21,156 lbs. apiece, with average heating surfaces of 1,590 square feet and grate areas of 27 square feet. The weight of these engines, excluding the tenders, is, 57 tons, of which 46 tons is carried on the driving wheels. Compound engines are fewer in number, and are divided into the two classes of four- C3dinder and two-cylinder compounds. The former are the more numerous, amounting to 1,953. They have an average tractive power of 30,551 pounds, an average grate surface of 50 square feet, and a heating surface of 2,702 square feet. Their average weight is 99 tons, of which 70 tons is the
PATENTED
The Frame is delivered as one complete unit, all members properly spaced and rigidly attached for the reinforcing of Beams, Girders, Arches, etc.
It is not a Single Trussed Bar, nor a Single Deformed Bar, but a complete reinforcement for Beams, Girders, etc.
“Unit” Socket
PATENTED
The “Unit” Socket supports the “Unit” Girder Frame so that the center of action of Reinforcing Metal is exactly located before concreting.
The “Unit” Socket is always available for supporting shafting.
I
F you desire a fireproof factory building or warehouse, you can build the floors of reinforced concrete at 20 per cent, to
25 per cent, less than steel fire-proofed with terra cotta, and the rate of insurance will be the same in each case. It will cost 10 per cent, more than slow burning, but will save one-half the rate of insurance. . ., ,.
The construction will be more durable and lasting, as it neither rusts nor rots; having no joints, there is no vibration. To accomplish this result, use the ‘ ‘ Unit ’ ’ Girder Frame, “Unit ” Socket and local labor. Catalogue mailed upon request.
UNIT CONCRETE STEEL FRAME CO..
1412 Commonwealth Building,
PHILADELPHIA. PA.
pipe. These plates are rolled with bulbous edges, which are gripped in two horizontal locking strips, rolled like a thick letter I turned on its side. The thickest pipes used were only 5/16th. All are protected against corrosion by dipping hot into Trinidad asphalt. The contract totaled up to 60,000 pipes, weighing 76,000 tons, and cost, delivered but not laid, £1,025,000, say, Rs. 200 per ton and Rs. 9 per foot run. Apparently the raw material for the pipes came from home, but they were made up in Australia, which offers a marked contrast in the matter of local manufacture to India. Ordinarily the pipes are laid in trench under two feet of sod, but across the numerous salt plains they are raised off the ground on trestles to avoid corrosion, and all. are roofed over to protect them from the sun. No provision whatever has been made in the pipe-line against longitudinal expansion, and experience goes to show that none was needed.—Indian Engineering.
Monument Improvements.—The Washington Monument is suffering from the era of prosperity. It is one of the institutions in the world which cannot put on an addition to meet increased demands upon it. The elevator is now operated continuously, instead of carrying a load of people to the top and there waiting till they can see the view before bringing them down. This was for years the plan. It takes about seven minutes each way to make the trip, and although constantly going back and forth like a vertical shuttle, it does not accommodate those who want to visit this edifice. At least, the known length of the waiting line keeps many people away. A small charge, perhaps ten cents, would be a much better regulator in keeping down the number who desire to use the elevator, instead of subjecting everybody to a wait of from a half to a full hour, much of which must be spent standing outside in the cold.
This elevator service has reached a highly systematic basis. The cage will hold thirty persons under the order, “stand facing the door, just as close as you can,” which the officers repeat as the compartment is filling up. At the base of the monument and within the structure, a room has been finished in marble, with steam heat, electric light and old mission furniture. This, too, holds just thirty persons, or the next load on the elevator always. Persons out of doors form a line and are admitted to this room in blocks of thirty, every fifteen minutes.
j
The new elevator carries the name of the new Police Commissioner of New York, General Bingham, who as Col. Theodore A. Bingham, of the Engineer Corps of the army, detailed to the care of public buildings and grounds, attended to the installation of the new elevator in the monument. This is recorded in a bronze tablet over the entrance to the elevator.
The skyscrapers of New York are approximating the height of the Washington Monument, so that if this structure were in that city it would be much less an object of wonder and admiration than here, where nine or ten stories is practically the downtown limit of buildings. The view from the top of the monument is exceptionally beautiful with the winding of the Potomac up stream, between well marked palisades, and its broadening out, near where the monument stands, into what is practically an arm of the sea, so that it lies glistening in the sun as it spreads out toward Alexandria and Mt. Vernon and the south. The river flows in an almost north and south line below Washington, a variation which brings its waters for an extraordinary distance within the range of the south windows of the upper part of the White House, as well as of the monument, thus adding greatly to the beauty of the scene upon which our Presidents have looked at the close of day for more than a century. Other things in Washington have changed beyond recognition, but the Potomac, as it comes from the mountains and flows toward the sea, is pursuing a course which, except for the recovery of swamp lands on the Washington water front, has been undisturbed through all the years. This is the advantage of placing an historic structure beside a piece of Nature’s work.—“The Listener,” in the Boston Transcript.
Gleanings from the United States Railway Returns.—The latest publication on the subj ect of the United States railways which can be consulted in any London reference library is the report of the Interstate Commerce Commission for 1903. The whole report is replete with interesting information, from which the following notes have been compiled:
Mileage Open.—The total working mileage open increased by 5,500 miles over that open twelve months previously, on June 30, 1902, and amounted to an aggregate of 207,- 977 miles. Apportioned in relation to population and area this gives 26.03 miles of line per 10,000 inhabitants, and 7,000 miles of line per 100 square miles of territory. The total mileage, including double tracks and
sidings, amounted to 283,821 miles. The greatest railway density in relation to area is in the State of New Jersey, where the route mileage is 30.17 per 100 square miles, Massachusetts ranking next, with 26.39 route miles. In. the sparsely populated States the relation of route mileage to inhabitants is a large one; for instance, Nevada, which has only 0.87 miles of lin,e per 100 square miles of area, has 213.73 miles of line per 10,000 inhabitants. At the other end of the scale is Massachusetts, with 7.20 miles, and New York, with 10.79 miles per 10,000 inhabitants, respectively.
The railways are also classified on the basis of the operated mileage of the different companies. Of these 50 have a route mileage of over 1,000 miles, 18 operate lines varying in length between 600 and 1,000 miles, 22 lengths between 400 and 600, 31 between 250 and 400, and 1,160 have less than 250 miles under their control.
Number of Locomotives in Service.—The number of these increased by 2,646 during the 1902-03 fiscal year. The total number amounts to 43,781, of which 10,570 are classed as passenger engines, 25,444 as freight engines, 7,058 as “switching” engines (presumably used for shunting purposes in goods yards), while 799 are returned as unclassified. Reckoning per 1,000 miles of line, there were in use 214 locomotives, of which 52 were employed on passenger service, 124 on freight service, and 38 for miscellaneous duties. Each passenger locomotive carried 65,742 passengers an average distance of 30 miles apiece; each goods locomotive hauled 51,265 tons an average distance of 133 miles during the period under review.
The locomotives are also catalogued in tables, which will appeal especially to engineers, being arranged according to the number of their driving wheels, and also according to the number of their cylinders. Single expansion engines are most numerous, amounting to 40,443. These have an average tractive power of 21,156 lbs. apiece, with average heating surfaces of 1,590 square feet and grate areas of 27 square feet. The weight of these engines, excluding the tenders, is, 57 tons, of which 46 tons is carried on the driving wheels. Compound engines are fewer in number, and are divided into the two classes of four- C3dinder and two-cylinder compounds. The former are the more numerous, amounting to 1,953. They have an average tractive power of 30,551 pounds, an average grate surface of 50 square feet, and a heating surface of 2,702 square feet. Their average weight is 99 tons, of which 70 tons is the