EDGAR THOMSON STEEL WORKS
By Hugh P. Meese
http://www.15122.com/3rivers/History/BraddocksField/EdgarThomson.htm
In
the decade following the Civil War came the greatest period of business
development this country has ever had, and a variety of causes combined to
focalize this prosperity on Western Pennsylvania, the coal and iron center of
the country.
During
that disastrous conflict the price of iron had leaped from $18 to $73.60 a ton,
and within six years of the surrender at Appomatox, the railroad mileage of the
country had doubled in a gigantic business reaction. At the same period came
the development of the Connellsville coke region under H. C. Frick, the first
stirring of the natural gas industry in this section, and the introduction in
America of the cheap and efficient Bessemer process for making steel. Iron
rails in this period sold for as high as $100 a ton, and a ton of steel rails
brought $175 in gold.
These
favoring conditions gave a great impetus to the iron and steel business of the
Pittsburgh district, and it is not surprising to find that brilliant and
successful Pittsburgh ironmaster, William Coleman greatly interested in the new
Bessemer process. As early as 1867, in fact, we find him endeavoring to
interest his associates in the manufacture of steel rails.
When
Andrew Carnegie himself, in the summer of 1872, saw how easily and cheaply the
new Bessemer rails were made in Europe, he rushed back to Pittsburgh filled
with enthusiasm for a Bessemer rail plant of his own. An option was immediately
secured on 107 acres of land at Braddock along the Monongahela river and late
in 1872 work was commenced on a wharf to handle the river freight. On January
1, 1873, the deal was completed when William Coleman purchased, for himself and
associates, 61.7 acres of ground from Robert McKinnev and 45 acres from John
McKinney at a total cost of $219,003.30. On this ground was built the
world-famous Edgar Thomson Steel Works.
The
firm for the operation of the proposed plant was regularly organized on January
13, 1873, the partners and various stock holdings being as follows: Andrew
Carnegie William Coleman Andrew Kloman Henry Phipps David McCandless Wm. P.
Shinn John Scott David A. Stewart Thomas Carnegie.
CAPITAL
STOCK
Andrew
Carnegie $250,000
William
Coleman 100,000
Andrew
Kloman 50,000
Henry
Phipps 50,000
David
McCandless 50,000
William
P. Shinn 50,000
John
Scott 50,000
David
A. Stewart 50,000
Thomas
Carnegie 50,000
CAPITAL
STOCK $700,000
This
firm was known as Carnegie, McCandless & Company, and from motives of
diplomacy they named the new plant after J. Edgar Thomson, President of the
Pennsylvania Railroad at the time. A. L. Holley, one of the most prominent
steel mill engineers in the world, was secured to design the new plant. Some of
his original prints are still in existence in the Edgar Thomson drawing room.
Phineas Barnes, who had just built the Joliet plant, was commissioned to
superintend the erection, and accordingly may be called the first General
Superintendent of the Edgar Thomson Works.
Early
in 1873 the work on the wharf had been completed, under Chief Carpenter Ben
Tuttle, and ground for the works proper was broken April 13, 1873, most of the
grading and excavating being done under the supervision of Contractor Hughes
and Messrs. Collins, Shoemaker, Syd Perry, and Thomas Cosgrove. The brickwork
was originally let to a Mr. Miller from Bellevue, but at an early date this
contract was cancelled and an employee, Thomas Addenbrook given full
supervision.
The
business boom of the country, however, suddenly collapsed in 1873 and the new
steel mill project seriously threatened to follow suit. In this emergency,
however, they succeeded in coating a $200,000 issue of bonds, which tided them
over the crisis, and construction operations, which had ceased altogether for
about ten days, gradually resumed, although not with much impetus until 1874.
In
this same year (1873) Morrell, President of the Cambria Iron Works, promoted
Daniel N. Jones over the head of Captain William R. Jones, (who was really next
in line for that honor) to the superintendency of that plant. "A prophet
is not without honor sate in his own country." Morrell had known Jones for
years, and in his eyes he was still an irresponsible youth. Bitterly resenting
this slight, Captain Jones resigned, and in August, 1873, came to Edgar Thomson
as master mechanic, incidentally breaking up the entire Cambria organization,
and bringing with him a nucleus of devoted fellow workers who were experienced
steel men, and made the new plant the success that it was.
Two
early Braddock firms aided materially in the construction of the early plant:
the McVay Walker Foundry (built 1862) made many of the smaller castings, and
James McCrady did a great deal of the hauling. On the completion of the plant,
the contract of Phineas Barnes expired, and Captain William R. Jones was
appointed General Superintendent.
The
first blow was made at the Converting Works August 26, 1875, and the first rail
rolled, with impressive ceremonies, September 1, 1875. The plant of which
Captain Jones was now to take charge is described by the old Allegheny
Chronicle as follows:
"A
two-5-ton-converter plant and rail mill with nominal capacity of 225 tons
daily. Cupola house 107 x 44 x 46 ft. high. Converter house 129 x 84 x 30 feet
high. House for blowing engines 54 x 48 x 36 ft. high. Boiler house 178 x 40 x
18 ft. high. Producer house 90 x 46 x 26 feet high, artificial gas being used
to heat the furnaces. The rail mill itself is 380 x 100 x 25 ft. high, with a
wing (Blooming Mill) 100 x 35 x 17 ft. high. Office and shop building 200 x 60
x 18 ft. high, with a coal and iron building 40 x 20 x 10 ft. high. The
producer house and rail mill have iron side columns with timber side framing,
all others being entirely of brick."
For
these little 5-ton converters A. L. Holley invented the removable converter
bottom, vastly prolonging the converter's usefulness. The Blooming Mill was a
32-inch mill, run by Mackintosh-Hemphill engines. In the boiler house were 20
cylinder boilers with two large flues passing through the center about 25 feet
long. The rail mill was a "three high" 23-inch, hook-and-tong mill,
operated by a 46 x 48" engine. At the stands were six men, three on each
side, who with hooks suspended from above, caught the rail when it passed
through and lifted it to the next pass (it was a positive roll train,
horizontal construction). There were twelve to fourteen rail passes in all. The
hot saws were operated by a 14 X 24" engine. There were four straightening
presses, and four drill presses operated by a 12 X 20" engine. Two cold
saws were operated by an 11 x 20 engine.
We
must pause to note a change in the name of the concern, even before this plant
commenced operation. The panic prompted the Pennsylvania legislature to pass an
act in 1874 authorizing the formation of limited liability companies. In the
failure of Andrew Kloman, a member of the original firm, his partners saw the
dangers of the existing contract, and accordingly on October 12, 1874, the firm
of Carnegie, McCandless & Company dissolved into the Edgar Thomson Steel
Company, Limited, capital $1,000,000, which purchased the new plant for
$631,250.43 and assumed a mortgage there on of $201,000. From an old catalogue,
whose date I have placed at 1877, we find the organization of this firm to have
been as follows:
MEMBERS
A. Carnegie, of Carnegie, Pro. & Co.,
57 Broadway, New York.
John Scott, President, A. V.
R. R. Co., Pittsburgh, Pa.
D. McCandless, Vice Pres.,
Exchange Nat. Bank, Pittsburgh, Pa.
D. A. Stewart, Pres. Pgh.
Loco. & Car Works, Pittsburgh, Pa.
Thos. M. Carnegie, Treas.,
Keystone Bridge Co., Pittsburgh, Pa.
H. Phipps, Jr., Treas., Lucy
Furnace Co., Pittsburgh, Pa.
Wm. P. Shinn, V. P., A. V.
P`. R. Co., Pittsburgh, Pa.
MANAGERS
D. McCandless, Chairman.John Scott,
Thomas M. Carnegie,
D. A. Stewart,Wm. P. Shinn, Secretary and
Treasurer.
OPERATING
OFFICERS.
Wm. P. Shinn, General Manager,
Capt. Wm. R. Jones, Gen'l Supt.
Capt. Thos. H. Lapsly, Supt. Rail Mill.
ADMINISTRATION OF CAPTAIN WILLIAM R.
JONES
Here
must have been a remarkable man. After a lapse of almost 30 years his aging
employees still glow with pleasure at the mention of his name, and the most
calm and philosophic of them flush with resentment at the suggestion that he
could have had a fault. The whole world, in fact, seems leagued together to
give this man a title of nobility "which it will forever defend."
Frankly
admitted on all sides is the fact that Jones had a fiery temper. Beyond that,
the most cynical, the most philosophic of his men utterly refuse to say one
word that is not complimentary to the dead lion, and the conscientious historian
can do nothing but record eulogy on eulogy.
His
remarkable hold on the hearts of men originated in his physical and moral
courage. Physically he was absolutely fearless, and morally he had the courage
to give expression to every good impulse of his soul; to give freely and
generously on every impulse undeterred by fear of untoward consequences or
accusations of partiality; likewise, he had the courage to confess his error
when he was wrong to apologize to the humblest of his men when he thought he
had erred, and under any circumstances, to do or say whatever he thought at the
moment to be right.
He
was a great lover of sports, and in encouraging them established a tradition
for his office which has ever since obtained. On the old race track (now the
Union R. R. yard) he and C. C. Teeter and others often had horse races, and the
Captain was himself a stockholder in the old Pittsburgh Base Ball Club.
One
of the greatest mechanical geniuses of his time and a born leader of men, he
was a most fortunate head for the young plant to secure.
On
the operating staff of Captain Jones were the following men:
Engineers
and Chief Draughtsmen: Jno. Stevenson, Jr., Simon C. Collin, Wm. I. Mann, P. T.
Berg, and C. M. Schwab, C. E.; Blast Furnaces, Julian Kennedy, J. Cremer, James
Gayley; Furnace Master Mechanic, Rich. Stevens; Mill Master Mechanic, Thos.
James; Electrician, Wm. R. Pierce; Superintendent Boilers, John Noey;
Converting Works, John Rinard and H. W. Benn; Carpenter, Geo. Nimon;
Transportation and Labor, F. L. Bridges and Thos. Cosgrove; Chief Clerk, C. C.
Teeter; Roll Designer, Robert Morris; Rail Mills, Capt. Thos. H. Lapsly and
John Hutzen; Finishing Department, John Frederick; Secretary, W. E. Gettys;
Masonry, Thos. Addenbrook; Chief Chemists: A. J. Preusse, S. A. Ford, H. C.
Torrance, Albert DeDeken.
During
that September the young plant put out 1,119 tons of rails, at a cost of $57
per ton. The very first rails sold for $80 a ton, but the average price for the
month netted $66.50 f. o. b. works, making a profit for the firm of $10,630.50
at the very start. By the end of the year the rail profits amounted to $41,970.
During 1876 they made $181,000 and in 1877, $190,379.
The
profits of the young concern would have been even larger but for the steadily
decreasing price brought by steel rails:
1873 $120 per ton
1874 100 per ton
1875
70 per ton
1876 58 per ton
1877 45 per ton
1878 42 per ton
With
such a falling market, the ingenuity of Jones was taxed to the utmost, and the
economy of Shinn and Phipps exerted to the full. It was at this time, in fact,
that Wm. P. Shinn, General Manager, introduced the exact cost keeping system,
which, perfected by Phipps, has obtained ever since. Only by constant invention
and improvement could Jones keep operating costs below the falling market
prices, for you will note that the selling price of rails in 1877 was $12 below
the cost of producing those rails in 1875. As early as 1877, therefore, we find
Jones making marked improvements at the mill, one of which was an automatic
roller table, operated by a single man, to displace the hook and tong men at
the stands.
The
longest rail rolled in ordinary practice was 40 feet, although at the
Centennial of 1876 the young plant had a 90-foot rail on exhibition.
We
come now to the next great period of development at the plant. While blooms for
the rail mill were secured sometimes from Cambria and occasionally even from
England, most of the pig iron came from Lucy Furnaces. All of the Edgar Thomson
firm were not interested in Lucy's welfare, and hence discussions arose as to
the proper price Edgar Thomson should pay for pig iron. Furthermore, under the
direction of Captain Jones, the plant was rapidly proving itself a most
profitable venture, and the success of the Lucy project was very enticing. From
these considerations it was therefore decided to erect a blast furnace plant at
Edgar Thomson, and the campaign started in 1879 under the supervision of Mr.
Julian Kennedy. Andrew Kloman, one of the original partners, had failed, and a
small charcoal furnace which he had built at Escanaba was purchased for $16,000
or so and transported to Braddock, where it became the old 65 x 15 ft. Furnace
"A." This furnace was blown in January 4, 1880 and on her first
lining produced an average of 56 tons daily, with about 2,650 pounds coke to
the ton of iron. Mr. Richard Stevens, who had come to the plant in March, 1875,
was given the position of Master Mechanic at the new Furnace Department, and
ably assisted in making it
A
second furnace "B", was blown on April 2, 1880, and the third furnace
of the group, the "C", November 6, 1880. Furnace "B" in her
first year produced and average of 5,500 tons per month on 2,570 pounds coke to
the ton of iron, and the "C" Furnace produced similar results. Labor
was cheap, and improvements came rapidly, and by 1881 the new plant had cleared
$2,690,157.57 and its prosperity remained unchecked. During that year the rapid
growth of the steel industry justified further expansion, and on April 1st,
Carnegie Eros. & Co., as the firm was now called purchased 26 acres from
Wm. Martin and wife, covering part of the present Open Hearth site and the
Union Railroad yard tracks. In that year a Blooming Mill was erected, being
enlarged to 36" size, followed in 1882 by a new converting works. Plans
were also drawn for a new General Office building, and in the spring of 1882
the Captain at last took a well earned vacation and went to Europe, an
experience which we may imagine he enjoyed to the full.
The
corner stone of the present general office building was laid May 27, 1882, and
from the papers found therein we learn that even at that early date the
Amalgamated Association, a labor union, was having trouble with the
manufacturers, although it did not develop into anything serious for years
later.
In
England, Captain Jones, who was such a common, every-day, figure on Braddock
streets, where he would stroll along eating peanuts (which often cost him 25 or
50c a package "no change, thank you,") in England, this man was
greeted as a marvel and a genius. What he had accomplished in production had
astonished the British manufacturers and revolutionized the steel industry. The
profits of the Braddock plant had rolled up enormously, and already repaid in
full the original investment:
1875 $41,970
1876 $181,007
1877 $190,379
1878 $250,00
1879 $401,800
1880 $1,625,00
5 1/3 Years -- $2,690,156
Meanwhile
the blast furnace development continued, Furnace "D" being blown in
April l9, 1882, "E" June 27, 1882, "F" October 7, 1886, and
"G", June 20, 1887. On April 1, 1887, an addition to the plant was
purchased from John McKinney, 21 acres in all, covering the site of the present
No. 3 Mill and Splice Bar department.
Just
as the early steel makers gave their lives to the development of the young
plant, so did their families abandon their very homes to its encroaching
progress. About where the electric shop now stands, two rows of ten houses each
had been built in 1876 and across the old road was another row of houses where
No. 3 Mill now is. Four fine brick houses were built in 1882 on the site of the
present "J" and "K" furnaces, and at different times were
occupied by Julian Kennedy, Richard Stevens, Thomas Cosgrove, C. M. Schwab, C.
C. Teeter, Morgan Harris, Michael Killeen, and Thos. James. These houses now
began to be too close to the smoke and dirt of the works for the comfort of the
occupants, and row by row they went down, the last ones, at the Furnace
Department, being destroyed in 1890. (Capt. Jones himself lived in the house
now occupied by Mr. A. E. Maccoun).
In
September, 1888, Jones' greatest invention the "Jones Mixer," 125
tons capacity, was placed in operation.
The
iron from all the furnaces is poured into this mixer, and thus uniform iron is
supplied to the converters. The patent on this mixer was successfully defended
by the Steel Corporation in 1905, and the idea has been used in all the steel
plants of the world.
The
plant up to this time had been under the control of labor organizations. The
Amalgamated Association broke up in 1884, only to be succeeded by the Knights
of Labor. The plant had been run on an eighthour basis, and when the company
attempted to inaugurate a twelve-hour basis in 1887, trouble ensued. The men
refused to sign the annual agreement, and a strike followed December 31, 1887,
which continued until May 12, 1888, the plant being entirely shut down except
for the mechanical department. When the men finally surrendered and signed the
sliding scale inaugurated at that time (by which their pay, in many cases,
varies with the selling price of the product) also accepting the 12-hour day,
the backbone of Union labor was broken in the Edgar Thomson mills. To C. C.
Teeter much of the credit for this first sliding scale must be given.
Captain
Jones had often told the officials of his company that if they would only give
him the chance he would build them a rail mill that was worthy of the name and
would far surpass the old one that they had, and in 1887 he got his chance. In
that year the new mill, now known as No. 1, was constructed, with every late
improvement of the day installed, and the old mill was slated for the scrap
heap.
In
the new mill the ordinary three high, positive roll train, run by a single
engine, was divided into three trains, the first five passes being made in one
three-high 24" train, the second five in a second three-high 24"
train, to which the first delivers directly, and the last finishing pass in a
two-high train of 24" rolls. Each train is run by its own independent
engine, the first and second being 46 x 60", and the third 30 x 48".
This mill was nearly automatic, one man handling the levers which lift the
tables, move the tumblers, etc. Each roll train had a hydraulic crane for
changing rolls. From the bloom furnaces to the hot beds, the roll trains,
tables, etc., were in one long, straight building 520 x 60 ft. the hot beds
being in a wing at right angles to this. The straightening department was
another long building 625 x 47 ft., parallel to the mill. The roll shop was in
a wing 60 x 60 ft. on the north side of the roll trains. The steel department
got its steam from 70 boilers of various makes. The converters were also
changed at this time to 10-ton capacity, to supply the increased demand for
steel.
Needless
to say, the new mill was fully up to expectations, and in 1889 the annual
output of the plant in rails leaped to 277,401 tons.
In
that year, the last one of his life, the Captain placed a capstone on a life of
charity and benevolence by his humane and vigorous efforts on the occasion of
the Johnstown flood. As soon as word was received of this terrible disaster
(May 30,1889) he dispatched a trusted messenger to investigate, and immediately
upon receipt of reliable information he systematized the collection of supplies
which formed the first relief to come to the stricken people. He shortly
assumed command of the Pennsylvania Railroad workmen sent to Johnstown, and did
heroic work in alleviation of the suffering of that devastated district.
We
come now to the close of this remarkable administration. Jones had taken a new
and untried plant, built up an efficient organization, and made a name for the
firm all over the commercial world. Just as he had erected the old G. A. R.
monument on the hill above Braddock, so did he put Braddock itself on the
world's map.
On
the night of September '6, 1889, Furnace "C" had been
"hanging" for 36 hours, and Captain Jones, Schwab, Gayley,
Addenbrook, and others were working around it. A workman was engaged in
striking a bar inserted in the tapping hole, to open the furnace up, when
Jones, dissatisfied with his efforts, said, "Let me do it," as vitas
his habitual expression. Seizing the sledge he struck the bar, and at the same
moment the furnace burst, its contents splashing over his head and shoulders.
Springing quickly backward, the Captain struck his head, in falling, upon a
modock cinder car. He never regained consciousness, and died in the Pittsburgh
Homeopathic Hospital September 28, 1889.
The
whole community was appalled and the country shocked by the death of this
famous character, and according to one historian a throng larger than the
population of the town itself followed the casket to the grave. In this
catastrophe more than one man saw the loss of his best friend and counselor,
and, filing past his departed leader cold in death, felt with Marc Antony, "My
heart is in the coffin there with Caesar."
ADMINISTRATION OF CHARLES M. SCHWAB
OCTOBER 1, 1889 - SEPTEMBER 30, 1892
Under
an able master had been trained and developed one of the greatest brains in the
American steel industry. Starting in 1880 as stake driver on the engineer corps
(where he worked with a son of Captain Jones) C. M. Schwab's engineering
ability and knowledge of men early gained attention, and by the time of Jones'
death he had become Chief Engineer of the plant, and assistant to the Captain,
having supervision of the Homestead plant under that official. (The Homestead
plant was under the direction of the Edgar Thomson General Superintendent up to
October 1, 1892). He was, therefore, an experienced executive when he took
charge of the Edgar Thomson establishment on the death of Jones.
The
historian is not a little puzzled by the conflicting descriptions that he
receives of this man: some say he was a superlatively great engineer, others
that he was not; some say he was a great inventor, others that he was not; some
say he achieved a high technical development, others that he did not. But a man
does not rise from stake driver to General Superintendent in nine years without
some very good reason.
The
best analysis of his genius is, perhaps, as Mr. Wm. P. Brennan expresses it: He
was a great general. He had a true sense of proportion, an appreciation of the
relative value of conflicting factors, a mind that could grasp the most complex
situation, and last, but not least, he inspired his men with confidence in him
and his ability, had perfect knowledge of human nature, and absolute mastery
over men. I believe that unskilled in military tactics as he was, Chas. M.
Schwab could have assumed command of the Union armies during the Civil War and
achieved as great success as Ulysses S. Grant, and incidentally I doubt if he
would have wasted 1,000 men in 20 minutes at Cold Harbor. An intuitive grasp of
essentials and consummate tact made him great.
Schwab
was (and is) a thorough going democrat to the very core. To William Powell
(clerk to Thomas Addenbrook) he confides: "Do you know, I can hardly
realize that here I am General Superintendent of this plant. Why should I be
General Superintendent? What do I know so much more than you fellows about this
business?"
Of
course, to his superior officers he turned quite a different side, and would
blandly take credit for anything and everything that came along, but this
democracy was real, and not an assumed trait of the man. Gold or titles have
never confused or blurred his vision. To him, regardless of wealth or title,
every man is still just a human being whom he judges on his own intrinsic value
as a man. He has the sensitive, visionary soul of a great artist, and his
consummate tact has al isen from his innate desire to see things "go
smoothly.".
He
always hated "scenes," arguments, or disturbances of any kind. Only a
few years ago I heard this lord of millions—yes hundreds of
millions—explain and apologize and explain again when he had unwittingly,
by the good-natured use of a pet nickname, affronted a choleric old employee of
former days. Although, in the eyes of those present, Schwab had not been guilty
of the slightest faux pas, he seemed exasperated to his very soul by an
apparent blunder. For the man has perfect tact; he is an artist, and the
instrument on which he plays is men.
The
band which he organized at the steel works is giving a concert, and standing in
the crowd Schwab discovers a lady of mature years. He is distinctly annoyed by
the discomfort so elderly a person must be in, and finally going out he invites
her in, and gives her a chair.
He
is good-natured and big hearted: He and Cosgrove are passing through the mill,
when a laboratory employee throws a snowball at one or the other which hits
Schwab. Schwab's temper flames up, and the man immediately seeks employment
elsewhere. However, the laboratory needs the man, and Cosgrove has the temerity
to take the question up with Schwab. "Oh well, take him back, I don't
care. But explain to the darn foo lthat I can't have every Tom, Dick and Harry
on the plant firing snowballs at me. Look how many thousand men there are
here!" a true and just plea.
The
labor world is violently disturbed, and every now and then a committee of men
comes up from the mill to demand higher wages. Schwab's first and only thought
is to avoid a scene, or any rupture of harmony. He welcomes the men cordially,
naturally, gracefully; he gives everyone a chair and passes around a box of
fine cigars. There is in his manner no trace of superiority, hostility, or
suspicion. He talks with the men about their work, their families, their
hobbies, and relates jokes that occur to him. The men are pleased and rather
surprised at the pleasantness of their visit. Time passes. The men mention
their complaint in a casual way. Schwab listens to them courteously,
sympathetically, and frankly explains the situation as man to man, not as
employer to inferior. If he can do anything for them he promises to do it; if
he can't, he explains just why he can't. He inspires the confidence of the men,
and they believe what he tells them. Shortly, taking another cigar, they file
out to the accompaniment of cordial "good-byes." Frequently there has
been no wage increase, but likewise - and what is more important to Schwab - no
unpleasantness.
C.
M. Schwab's operating staff consisted of the following men: - James Gayley,
Superintendent Blast Furnaces; M. Killeen, Asst. Supt. Furnaces; Thos.
Cosgrove, Supt. Transportation; H. W. Benn, Supt. Converting Works; S. A. Ford,
Chief Chemist; H. B. A. Keiser, Chief Engineer; Rich. Stevens, Master Mechanic
Blast Furnaces; Thos. James, Master Mechanic, Steel Department; Geo. Nimon and
A. McWilliams, Foremen Carpenters; Conser McClure, Roll Designer; John Noey,
Superintendent Boilers; John Hutzen, T. H. Lapsly and D. L. Miller, Supt.
Blooming and Rail Mills; C. C. Teeter, Chief Clerk; Thomas Addenbrook, Foreman
Masonry; Roger Bowman, Supt. Finishing Department; Electrician, Wm. Pierce and
C. M. Tolman; Secretary, Otto Rhinehart.
In
1890 the old Blooming Mill, with 36" three-high train (operated by 36 x
72" engine) was changed to a three-high 40" mill, C. Mercader being
the supervising engineer for that work. The plant at that time consumed about
25,000,000 gallons of water daily, and there were five main pumping stations.
The Electric Light Plant contained three Brush 65-light dynamos, running about
175 arc lamps. Power was provided by three 11 x 22" Buckeye engines. There
was a locomotive repair house measuring 54 x 124 feet, and whereas the original
plant had had but one broad gauge and one narrow gauge locomotive for yard
service, the plant now boasted 12 broad gauge and 14 narrow gauge locomotives.
Meanwhile
the development of the Blast Furnaces continued, two more blast furnaces being
blown in:
Furnace "H" February 27, 1890
Furnace "I" August 14, 1890
The
whole battery of blast furnaces produced. during Schwab's administration, an
average of 54,782 tons of iron monthly.
Only
one rail mill was operated during his term of office, the new mill having
entirely superseded the old one, which now became known as "No. 2
Mill." The new mill produced an average of 26,051 tons monthly, as
compared with less than 15,000 tons produced by the old mill in its best days.
The
plant now employed about 3,500 men, and produced on an average of 1,550 tons of
furnace iron per day. The record for a single blast furnace was 457 tons for 24
hours, and the best daily rail record 1,417 tons.
Like
his predecessor, Schwab was very generous, and gave churches in his town of
every denomination many a helping hand. More than one church building, in fact,
stands today as a memorial of his generosity and breadth of religious
viewpoint.
To
the traditions of the office that he held, Schwab added the encouragement of
the arts, and at his own expense equipped and organized a fine brass band.
Floyd St. Clair, one of his employees, became the leader of this band, and
later made a name for himself in the world of music.
After
the fatal riots at the Homestead plant in 1892, Schwab, who was well known and
liked by the Homestead men from his former work there, was asked to take sole
charge of the wrecked organization of that concern. This work he undertook
(with the greatest success) October 1, 1892, and James Gayley, Superintendent
of the Blast Furnaces, became General Superintendent.
ADMINISTRATION OF JAMES GAYLEY
OCTOBER 1, 1892-FEBRUARY 28, 1895
James
Gayley was probably the greatest technician who ever filled the
superintendency. His record at the Crane Iron Works (Catasauqua, Pa.) Missouri
Furnace Co., (St. Louis) and E. & G. Brooke Iron Co., (Birdsboro, Pa.) had
attracted the notice of Captain Jones, and in 1885 he came to Edgar Thomson as
Superintendent of the Blast Furnaces.
In
this capacity he made a record as an economist, and reduced the coke
consumption to a point that has been little if any excelled since that time. He
invented the bronze cooling plate for blast furnace walls, the auxiliary
casting stand for Bessemer steel plants, and was the first to use the compound
condensing blowing engine with the Blast Furnace. He also invented the dry-air
blast, for which the Franklin Institute awarded him the Elliott Cresson medal.
Under
his superintendency the Blast Furnace Department had commanded the notice of
the whole metallurgical world, and by his wise selection of stock, and general
management, with certain other favoring conditions his furnaces made record
productions. Gayley, in fact, was to the blast furnace what Jones had been to
the rail mill.
Brilliant
and intellectual as he was, the spirit of education and enlightenment found in
him a willing disciple. Not only was he a keenly commercial and technical
steel-master, but he was also imbued with the inspiring, uplifting, educational
fire that in other days animated such men as Sturmius, Rabelais, Montaigne,
Ascham, Mulcaster, Pestalozzi, and Rousseau. Far in advance of his time, he was
interested heart and soul in the instruction and education of his men, and
under his auspices the finest lectures were delivered, gratis, for them in
Braddock Carnegie Free Library. Some of the printed reports of these lectures
are still extant, and are the finest brochures obtainable on their respective
subjects. Mrs. Gayley, on her part, gave frequent talks on household economy
and domestic science.
Never
was there a more sincere, earnest, or conscientious man in the superintendent's
chair.
The
use of molten iron, together with Ferro Manganese, had originated at Edgar
Thomson, but under this administration the process was abandoned. (In this
connection it should also be noted, in the metallurgical line, that the direct
process, i. e., using molten iron direct from the blast furnaces, was first
used in America at this plant according to Mr. H. W. Benn, who believes it
began in 1881 or 'S2. He also states that Edgar Thomson was the first plant to
cast on cars successfully.)
Mr.
Gayley's operating staff consisted of D. G. Kerr, Supt. Furnaces; Rich.
Stevens, M. M. Furnaces; Thos. James, M. M. Steel Department; C. M. Tolman,
Supt. Electrical Department; John Noey, Supt. Boilers; H. W. Penn, Supt.
Converting Works; Geo. Nimon and A. McWilliams, Foremen Carpenters; Thos.
Cosgrove, Supt. Labor and Transportation; Conser McClure, Roll Designer; C. C.
Teeter, Chief Clerk; Thos. Addenbrook, Supt. Masonry; D. L. Miller, Supt. Rail
Mill; Wm. Connor, Superintendent Foundry; G. E. Harris, Supt. Finishing
Department; Chief Draughtsmen and Engineers: H. B. A. Keiser, E. E. Slick, F.
DuPeyster Thompson, and Jno. F. Lewis; Secretary, James E. Mitchell.
Gayley
had charge of the plant during the panic years that followed Grover Cleveland's
election in 1892. Times were very bad, labor was restless, and the Carnegie
officials exacting in their demands, and his position was extremely difficult.
Not
content with obliterating groves of trees, township roads, and whole rows of
dwelling houses, the expanding plant now turned back the very streams from
their courses, and in 1893 Turtle Creek's course was moved 1,125 feet east from
the old bed back of the Converting Mill to its present location. On May 12,
1891, Carnegie Bros. & Co. had purchased about 7 1/2 acres of land from
John Dalzell, chiefly in what is now the Union Railroad Valley yard, and on
December 28, 1891, 12 additional acres from Wm. J. McKinney (on the site of the
present O. H. plant) and again on July 13, 1892, the Carnegie Steel Company
(note the change in name) Limited secured about 11 acres from Wm. F. Knox in
the Union Railroad main track yard and Turtle Creek district.
With
this expansion in territory the way was clear for an extension that the plant
badly needed, viz: a Foundry Department, and under Mr. Gayley the entire
Foundry Department was constructed.
No.
1 Foundry commenced operation July 11, 1893, producing during the remainder of
that year 1893 tons. This was probably the first foundry of the kind to make
ingot moulds sucessfully with direct molten metal from the furnaces.
No.
2 Foundry commenced operations January 11, 1894, and is used for making general
iron castings, and the third and last foundry commenced foundry work March 19,
1894, producing brass and bronze castings. The original Brass Foundry of Mr. Gayley's
time was very small, and has since been torn down.
Of
this new department, Mr. William Connor, formerly of the Mackintosh &
Hemphill Co., became Superintendent.
During
Mr. Gayley's administration the abandoned old mill was again brought into use,
producing some 32,000 tons of rails, and entering upon a second lease of life.
Mr.
Gayley's exhaustive technical knowledge was desired by the officials in the
City Office, and he was accordingly given the post of Ore Agent March 1, 1895,
being succeeded at Edgar Thomson by Mr. Thomas Morrison, General Superintendent
of the Duquesne Works.
ADMINISTRATION
OF THOMAS MORRISON
FEBRUARY
28, 1895-MAY 31, 1903
Thomas
Morrison was first of all a great mechanician and rail mill man, next a great
financier, but withal a hard, practical, common sense man of business, blunt,
direct, and outspoken, four square with the world. He had the usual distaste of
the man with a mechanical turn of mind for the vagaries of words and phrases
and the confusion of official papers. As a rule, he did not dictate his
correspondence, being impatient with such affairs, and turning with more
cheerfulness to problems of a mechanical or operative nature. He was a strict,
fair, and just disciplinarian, and when he left we find his men presenting him
with a fine watch and heartily expressing their conviction that he -had given
everyone a fair deal.
With
Mr. Morrison from Duquesne came Mr. G. E. F. Grayish as Chief Clerk, who had
served in that capacity at Duquesne and Homestead, and was eminently fitted for
that position by integrity of character and broad, conservative judgment. This
position Mr. Gray has held ever since.
Mr.
Morrison's operating staff was as follows: Assistant Gen'l Sup't, Chas. E.
Dinkey; Supt. Blast Furnaces, D. G. Kerr, Geo. Crawford, and H. A. Brassert;
Master Mechanic Furnaces, Rich. Stevens, Jno. F. Lewis, A. E. Maccoun; M. M.
Steel Department, Thos. James; Chief Electrician, A. E. Maccoun, following C.
M. Tolman; Supt. Boilers, John Noey; Supt. Converting Mill, H. W. Benn; Supt.
Carpenters, etc., A. McWilliams and Reuben Abbiss; Supt. Foundry, Chas. E.
Dinkey and Geo. England; Chief Inspector, E. B. White; Chief Engineers, E. E.
Slick and Sydney Dillon; Chief Chemists, F. L. Grammar and C. B. Murray; Supt.
Blooming and Rail Mills, D. L. Miller; Chief Clerk, G. E. F. Gray;
Superintendent Finishing Department, Geo. E. Harris; Superintendent MasonrN,
Thos. Addenbrook; Roll Designer, Conser McClure, L. W. Nageley, F. H. Christ;
Secretary, James E. Mitchell; Supt. Transportation and Labor, Thos. Cosgrove.
No.
1 Foundry was enlarged early in Morrison's administration (1899) and in 1898,
No. 2 Foundry first began the manufacture of iron rolls. The Brass Foundry was
torn down in 1902, and the old Power House was converted into the present Brass
Foundry, employing about 65 men, and practically bringing the foundry to its
present status.
On
August 20, 1895, only-a few months after Morrison had assumed charge, occurred
the distressing explosion at "H" Furnace, wherein six were killed and
eight badly burned. If it had been possible, this furnace would have retrieved
itself during his term, however, for it completed a nine-years' run on a single
lining for over 1,000,000 tons, being the first blast furnace in the world to
accomplish such a feat.
During
the early part of 1897, the mills' electrical demands had increased to such an
extent that a new power house was built on the site of the present plant, the
Foundry power house and Mill lighting plant being dismantled. The equipment of
the new power house consisted of one 800 K. W. generator, a 400 K. W. generator
moved from the Foundry, two 75 K. W. lighting machines and one 150 K. W.
lighting machine. The old 250 H. P. generators of the Foundry power house were
moved to No. 1 Rail Mill finishing yard, and subsequently scrapped.
A
vital improvement effected by Morrison was the double furnace bell,
forestalling the escape of gas in charging, which, together with the first
automatic skip hoist in America, was put on Furnace "F" in August,
1897. This innovation did away with the necessity of men going on top of the
furnace during regular operations.
A
great number of electrical installations were put in during this period,
perhaps the most noteworthy being the installation on the "B" Furnace,
March 9, 1898, of the first electrically driven skip hoist in the world. This
proved such a success that Morrison subsequently changed the following furnace
skips to electric drive:
Furnace "I", December 4, 1898
Furnace "A", March 28, 1899
Furnace "G", September 26, 1899
Furnace "E", December 5, 1900
Furnace "D", December 4, 1901
Furnace "K", December 5, 1902
Furnace "J", February 16, 1903
A
revolutionary installation was the pig machine, installed at the furnaces 1898.
Previous to this the furnace iron had been cooled in chill moulds. The pig
machine is an endless moving chain of pig moulds into which the iron is poured
from the ladle, passed under water, and cooled.
Again,
the blowing engines at the Furnace Department, which formerly had had single
cylinders, and were run high pressure, with air tubs equipped with leather
valves, were changed at the "A, B and C" in 1896 to independent
compound condensing engines, and at the "D and E" to compound
condensing steeple engines in 1897. The old type of engine has since been
displaced throughout the plant as a result of this campaign.
The
greatest plant development in steam economy, however, of this or any other
administration was the replacement in 1895 of the old style tubular boilers by
the Cahall water tube type. The "A, B and C" boiler house was rebuilt
in 1896 and 1897, the "D and E" in 1897 and 1898, the "H and
I" in 1902, and the "J and K" in 1902 and 1903. A second great
economy effected was the connection of the Mill and Furnace Departments June,
1899, with a 24-inch steam line, thus allowing the removal of most of the coal
fired boilers at the mill, and the use of gas fired boilers at the furnaces.
The
Union Railroad interlocking plant was thrown into service in Bessemer yard
October 26, 1897, and the first train brought in from North Bessemer on that
date, which marks an epoch in the transportation system of the plant.
Under
Mr. Morrison the first Weiss central condensing plant in this country was
established at the Power House 1897. Since that time this type of central
counter-current condenser has been installed at all the Blast Furnace steam
blowing engine rooms and at all the departments of the mill where steam is
used.
In
this period of centralization, the Furnace Laboratory and Steel Works
Laboratory were combined (1897) and the present laboratory erected, C. B.
Murray being appointed chief chemist.
In
1899 the present Converting Mill building, housing four 15-ton converters, was
erected for the plant by the Keystone Bridge Company, the building being 165 x
78 1/2 x 31 ft. high, fully equipped with the latest electric and automatic
devices throughout. The previous year (1898) the Blooming Mill had been again
rebuilt, although still remaining a 40-inch mill. Furnace "K" was completed
and blown in December 5, 1902, and the "J" on February 16, 1903, each
being 90' 10" high, the "J" having a 15' hearth while the
"K" hearth is 15' 6".
The
cry, which had been all for "tonnage" for years past, now began to
turn toward "quality." With this in mind, Morrison installed what was
known as the "Kennedy-Morrison process" in the rail mill December 5,
1900, which consisted of a cooling bed between the leader pass and the
finishing pass, the idea being to put a harder surface upon the rail.
January
8, 1902, an addition was built to the power house, and the second 800 K. W.
compound wound D. C. generator, driven by a vertical cross-compound Allis
engine was installed. At this time we note that the second lighting line was
run to Braddock, (the first line having been run 894 or thereabouts).
The
terrible Furnace "I" accident occurred March 31, 1903, the furnace
"slipping" and dust collector blowing out. Nine men were killed in
this disaster, and five badly burned.
Late
in this administration Mr. W. J. Vance, Chief Shipper, resigned, and Mr. W. L.
Miller assumed the duties of that office, which he is still creditably
performing.
One
of the most important and far reaching innovations of this progressive
executive was the weekly meeting of department superintendents for the noon
hour meal (generally held on Wednesdays) whereat the difficulties and troubles
that beset each department are fully thrashed out for the instruction of all,
and thorough harmony and understanding secured throughout the organization. This
weekly dinner Mr. Morrison inaugurated October 18, 1899, and it has been most
profitably continued ever since. The minutes of these meetings form a most
valuable and accurate record for the plant, and it is greatly to be regretted
that such a record was not to be obtained for the whole life of the
organization.
I
regret that lack of space forbids more detail of this vigorous man's term of
office. Suffice it to say that under Morrison the plant smashed every record it
had ever made, and on reviewing the administration no point appears wherein he
did not surpass his predecessors in production. Roughly speaking, the amazing
truth is that the plant was speeded up 70 or 80 per cent. While the mills had
previously been producing around a quarter of a million tons of rails per
annum, under Morrison they put out half a million or so.
Plain
spoken and matter of fact as he was, it is the achievements of the man that
strike our attention far more forcibly than the reserved and unassuming
personality which he presented to the world. I have tried to portray, roughly,
in a non-technical manner, the results of his regime, and have been most
fortunate if I have succeeded in conveying any idea of the cold brilliance of
his administration.
ADMINISTRATION OF CHAS. E. DINKEY
June 1, 1903 É
Big
executives have a weakness for the man who can get things done, and in June,
1901, Thomas Morrison had brought up the young man who had charge of the
Foundry Department and placed him in his own office as Assistant General
Superintendent. Two years later, after the formation of the United States Steel
Corporation, when Mr. Morrison's extensive personal business demanded all of
his time, he recommended his assistant, Chas. E. Dinkey, as his successor.
In
the American Manufacturer years before, on October 4, 1889, Jos. D. Weeks had
declared that the superintendency of the Edgar Thomson plant demanded greater
executive capacity than the presidency of the United States. There now entered
that superintendency a man trained under four executives of such caliber, and
who, naturally of a reflective turn of mind and keenly observant brought to
that office the noblest qualities of those that had gone before: The force and
driving power of Jones, the shrewd tact and generalship of Schwab, the chemistry
and detail of Gayley, and the sound common sense and business acumen of
Morrison. In him each of these qualities of his predecessors still lived on in
one master executive.
For
his assistant, Chas. E. Dinkey chose John F. Lewis who was eminently fitted for
such promotion by a rigorous course from early boy hood in shops and drawing
room, and who at the time was Master Mechanic at the Blast Furnace Department.
Mr. Lewis is naturally of an inventive turn of mind, and during past years has
given to the mill many inventions and improvements, among which may be
mentioned the vertical hydraulic ingot stripper (1891) (which alone reduced the
force 56 men), steel tie fastening, stock distributing device for blast
furnaces, etc., etc. The man lives in a mechanic's world, and thinks machinery
as other men think words. His desk is constantly covered with a profusion of
the most complicated and unintelligible sketches of gears, drives, trains, etc.
of every description. A thorough sportsman, genial, considerate, and wholly
democratic, he carries with him an intangible atmosphere of Southern chivalry.
With
this period, the historian reaches the most difficult part of his task, for in
the administration of Chas.E. Dinkey, up to the present time, not ten, twenty or
fifty projects have been undertaken, but 265 seperate and distinct improvements
ejected of the average caliber of $90,000 or $100,000 each. It is immediately
apparent that in so brief a survey as this history, only the most prominent and
interesting features can be touched upon.
His
operating staff to date has consisted of the following men: Assistant General
Superintendent, Jno. F. Lewis; Chief Clerk, G. E. F. Gray; Superintendent Blast
Furnaces, H. A. Brassert, A. E. Maccoun; Chief Electrician, A. E. Maccoun, E.
Friedlaender; Steel Works Master Mechanic, Thos. James, John Richardson; Chief
Engineer, Sydney Dillon, L. C. Edgar; Supt. Converting Works, H. W. Benn, L. T.
Upton, C. F. McDonald; Supt. Finishing Department, Geo. E. Harris, Jas. V.
Stewart; Supt. Blooming and Rail Mills, D. L. Miller; Supt. Masonry, Thos.
Addenbrook, P. G. D. Strang; Chief Chemist, C. B. Murray, G. D. Chamberlain, C.
E. Nesbit; Superintendent Labor and Transportation, Thos. Cosgrove, Wm. J.
Dixon; Chief Roll Designer, F. H. Christ, F. F. Slick, I. W. Keener; Asst.
Supt. Furnaces, M. Killeen, F. H. N. Ge~wig: Foreman Carpenters, Reuben Abbiss;
Super intendent Open Hearth, J. W. Kagarise; Special Engineer, Richard Stevens,
A. F. T. Wolff; Supt. Foundry, Geo. England, S. B. Cuthbert; Supt. Boilers,
John Noey, Geo. S. Kramer; Chief Inspector, E. E. White, J. K. I3oyd; Master
Mechanic Furnaces, Geo. W. Campbell; Supt. Splice Bar Shop, Edgar S. Wright,
Superintendent No. 3 Mill, Frank F. Slick; Secretary, P. A. K. Black.
1903-1904
One of the first acts of Mr. Dinkey's term was the changing of the township
road from the old location through the mill to the present site, thus giving
more yard room and greater area for expansion. The first street car ran over
the new tracks July 4, 1903. The foundry was also extended 66 feet during this
first year, and at the furnaces a great economy was effected by the
installation April 28, 1904, of ten 110,000 gallon settling tanks for treating
the acid Monongahela river water with lime and soda ash for boiler feed
purposes.
1904-05.
The question of roll storage had now become a serious problem, for over 100
different rail sections were rolled at the plant. Accordingly in this year the
24 2-flue boilers at No. 1 Rail Mill were torn out and the Boiler House
converted into a roll storage by installing a crane runway and using the old
roll shop crane. A new 500-foot wharf and wharf boat were also constructed
(besides various other improvements in this year) to take care of the river
traffic, at a cost of $97,000.''
1905-06.
The first gas engine installed at Edgar Thomson was a 21 3/4" x 30"
horizontal tandem Westinghouse of the four cycle constant mixture type. It was
started November 13, 1905, and ran until August 7, 1906, when it was returned
to the builders for some necessary improvements. It was direct connected to a
250-K.W. generator, and furnished current for operating the Foundry. It was
operated on blast furnace gas, and was the first engine of this type to be
installed in this country.
The
demand for light rails had been exceeding the supply for some years, and
accordingly a special light section rail mill, the first electrical mill in
this country, was constructed and placed in operation in July, 1905.
For
the operation of this mill, Mr. Dinkey had long decided upon Mr. Frank F.
Slick, chief roll designer, whose technical education, energy, and versatility
appealed to him. The actual appointment of Mr. Slick to this position, however,
off-hand and nonchalant as it appeared, and the history of the infancy of that
now famous mill, are highly illustrative of both characters:
The
mill being practically completed, Mr. Dinkey exclaimed one day to a group of
superintendents: "Well, here's the mill all right, but who the devil will
we get to run this condemned sausage factory?" "Me," said Slick.
"I'll run it." "Take it," said the Boss. Scarcely, however,
had the earnest young superintendent assumed his first charge than the wretched
mill groaned feebly and stopped altogether. Down came Mr. Dinkey. "Well,
what's the matter here?" "We have to make some repairs and get things
straightened up, Mr. Dinkey. This mill is in frightful shape," said Slick.
Another day passed, and still no tonnage from No. 3.
Mr.
Dinkey then invited Mr. Slick to call. Upon that unhappy man's appearance, he
engaged him in some desultory conversation, in the course of which he confided
to him that personally he greatly admired the picture of still life presented
by the brand new mill, with the golden sunlight falling on polished brass and
bronze, the silent roll stands fading away in murky perspective, and the
stalwart workmen standing about obscured by the shadows of gigantic machines,
and that, anyhow, he was the last man to discourage the aesthetic aspirations
of his subordinates. He added, however, that in the capacity of superior
officer he felt at liberty to make some suggestions in an artistic vein, and
took this opportunity to remind Mr. Slick that Corot and many other great
painters were wont to introduce a splash of red into the foreground of their
masterpieces, which feature in No. 3, could be best secured by introducing a
red hot billet in the first roughing rolls.
The
exasperated Mr. Slick heard him through in silence. Then, "Mr. Dinkey, if
you'll just give me a chance to get that mill cleaned up right I'll give you
the best mill going. I can run it right now if you want a second grade mill,
but this isn't going to be that kind of an affair " And he made good his
boast, for today No. 3 Mill stands first in the Steel Corporation, and probably
ranks first for its kind in the entire United States.
1906-07.
On Nov. 16, 1906, upon the resignation of Mr. David F. Melville as Assistant
Chief Clerk, Mr. F. A. Power of the Foundry Department was appointed to succeed
him, and took office at that time. This lively gentleman has long since
justified his appointment by his earnest loyalty and the deeply conscientious
discharge of his duty, while his Gargantuan laughter helps remove the dust that
is only too prone to settle on the office windows.
Mr.
Dinkey's European trip, it should be noted, took place in the summer of 1906.
Two
more gas engines were installed in December, 1906, and March, 1907.
Five
new ore bridges were installed at the Furnaces in this year of the
administration, the bridges in the new yard going into operation Dec. 1, 1906,
and in the old yard January 5, 1907. The car dumper was installed in 1907, a
giant machine which picks the car up bodily and dumps it, thus saving a vast
amount of time and labor. No. 1 Rail Mill was also thoroughly over-hauled and
rebuilt for diversified product in 1907.
On
March 14, 1907, occurred one of the worst floods of the Monongahela of recent
years, the river gauge at the works recording 34 ft. 6 inches. The records show
twelve other floods of varying degree in the last ten years.
1907-08.
One of the most prominent features of this administration has been the
attention given to the safety of the men. An account of the work along this
line, alone, would fill a volume, for it is one of Mr. Dinkey's hobbies to make
the mill safe. In line with this idea, the Washington Street tunnel was
constructed during this year of the administration, affording a safe and
convenient passage for the workmen of the Blast Furnace Department.
On
January l, 1908, as though in irony of the attempts to curb him, the Steel
demon bloke loose in the Converting Department, and an explosion occurred in
which three men were killed and eight seriously injured.
1908-09.
As a step toward improved quality, the five pass roughing rolls in No. 1 Mill
were changed to seven pass, Sept. 5, 1908, with excellent results.
In
this year the Cahall boilers at the Mill were moved to the Furnace Department
and the extension to the present general office built, ground being broken March
4, 1909, and the office occupied May 8th.
1909-10.
Notwithstanding the depression of the panic, improvements at the works kept
right on. The 15-ton iron ladles at the Furnaces had been replaced in 1908 with
3,5-ton ladles (10 in all) and in this year, 1909, seven electrically operated
ladle dumpers were started at the Pig Machine, materially reducing
transportation costs and amount of scrap metal produced in handling the furnace
iron. The Kennedy-Morrison cooling table, which had been in service for almost
a decade, was removed July 24, 1909, and the new direct run operation commenced
July 25, 1909.
We
are now (1909) entering the period of diversified product from the rail mills,
and the Basic Open Hearth plans are approaching completion. For a full understanding
of the causes back,of these new developments, it is necessary to make a slight
discursion at this point:
From
the annual report of the American Iron & Steel Institute for 1915, we learn
that the domestic consumption of steel rails in the United States, in tons per
annum, for the years 1903-1914, was as follows inclusive:
1903 3,057,195
1904 1,906,237
1905 3,098,184
1906 3,654,794
1907 3,298,500
1908 1,792,986
1909 2,725,847
1910 3,290,712
1911 2,405,330
1912 2,885,222
1913 3,052,635
1914 1,726,224
It
will at once be seen that the rail purchases of the country fell off heavily
from 1907 on, and as a matter of self preservation the rail mills at Edgar
Thomson were compelled to branch off into various products, ordinary billets
being rolled in 1907 and '08, tie plates commenced Dec. 31, 1909, and sheet bar
Feb. 21, 1910.
When
the New York Central sections were introduced, about 1890, owing to the
stiffness of those rails they had reduced the Phosphorous to 0.06 and 1aised
the Carbon to an average of 0.55 and even 0.60 in the heavier sections. Other
roads followed suit, and claiming that 0.10 Phosphorous rails broke under the
severity of northern winters, kept increasing the demand for rails low in
Phosphorus content. The Lackawanna Steel Company made a very great amount of
these low Phosphorous rails within the next seven or eight years and the Edgar
Thomson Works occasionally rolled some from special ores, but those low
Phosphorous ores that were readily available were well nigh exhausted in a
short time, and accordingly we find the Lackawanna plant dismantling in 1898 to
rebuild at Buffalo, and practically six years elapsed before they were again in
full operation. Their former output of rails was distributed among other mills:
Carnegie, Cambria, Pennsylvania, Maryland, and Illinois Steel Companies.
The
manufacturers declared that the breakages of Bessemer rails were due to the
constantly increasing loads and higher speeds imposed upon the rails by the
roads, (and incidentally it may be stated that the railroad companies have
since virtually admitted this fact). We are not here, however, concerned in the
basic metallurgical truths of the matter, but only in the ruling sentiments of
the period, and the prevailing fashion in the railroad world. The railroads
continued to insist on low Phosphorous rails, and in the year 1907 the
situation between manufacturers and roads became so tense that there were many
meetings and consultations to determine what could be done to make better
rails. The manufacturers said that it was impossible to roll the A. S. C. E.
sections with their extreme width and thin bases and put sufficient work upon
the head to make them wear well and at the same time have the metal throughout
the entire section sufficiently tough.
The
Bethlehem Open Hearth plant was in operation in 1907, and the Gary plant for
Basic Open Hearth rails was designed. For the 1908 rails many roads specified
that the metal in the Bessemer converters should be held 2 1/2 minutes after recarburizing,
and also that the number of rails per ingot should not exceed three. The mills
could not handle a three-rail ingot at that time, and therefore they rolled the
lower two-thirds, only, into rails for such specifications.
The
consumers were demanding Basic Open Hearth rails, and for some the Open Hearth
steel was made at the Homestead plant and shipped to E. T. Works. This was, of
course, an expensive affair for Edgar Thomson, and the Basic Open Hearth plant
was shortly designed. The marked reduction in rail orders for 1908 is also
accounted for by the panic of 1907-08, and the fact that the western corn crop
had been soft, and only suited for feeding purposes, instead of for shipping.
1909-10.
Air dump cinder ladles that could be operated from the engine cab replaced the
hand dump ladles at the Blast Furnace Department March 10, 1910. The car repair
shop was built, and some sixteen other improvements of minor interest effected.
1910-11.
The year 1910, among other things, saw the completion of the Flue Dust
Briquetting Piantil'and the removal of the Splice Bar shops from Duquesne to
Edgar Thomson. To the Edgar Thomson management must be given full credit for
the development of the Flue Dust Briquetting process, and the perfection of the
high Carbon splice bar, both of which processes have advanced very far beyond
what they were on inception at this plant. The Briquette Plant is expected very
shortly to have a monthly capacity of 30,000 tons of fine briquettes which will
take the place of the best grades of ore used in the Open Hearth or Blast
Furnaces.
1911-12.
A new Emergency Hospital, for the proper care of the injured employee, was
erected during this year, ground being broken Dec. 26, 1911, and the hospital
occupied Sept. 16, 1912. The new works club house at Thirteenth Street was
commenced in June, 1912, and occupied in November of that year.
On
May 28, 1912, came the good new that an appropriation had been granted Edgar
Thomson that day for a new Open Hearth Department, an improvement long desired
and planned for by Mr. Dinkey, and which had been more of less in contemplation
since 1895. Work commenced immediately, ground being broken May 31, 1912. In
this year the employment office began operations in the basement of the General
Office, June 27, 1912,the present employment officer not being occupied until
October, 1913. On June 20, 1912 the old McKinney Club House, that had long
served as restaurant and meeting place for the superintendents, was torn down
to make room for the new O. H. plant.
1912-13.
On Nov. 10, 1912, the present works telephone system and telephone central were
installed in the present location in the Club House. In this year of the
administration the stocking and shipping yards for Nos. 1 and 2 Mills were
constructed, and work commenced on the relocation and improvement of the
Blooming Mill while the old No. 2 Rail Mill was also remodeled. During this
contraction work, Mr. F.F. Slick was given supervision of the rail mill
operations. A fire occurred in this year at the Flue Dust Briquette Plant. In
1913 the Electric Repair Shop, which had been located in the present Power
House, was moved to the present location to make room for the installation of
additional electrical equipment in the Power House. Electrical ingot strippers
were put in operation June 18, 1913.
1913-14.
This year saw the completion of the Blooming and old mill improvements, and the
completion of the 14-Furnace Basic Open Hearth plant, which is the best Open
Hearth plant in the country using coal for fuel, and is conceded by electrical
experts to be the best equipped plant, electrically, in the United States. The
furnaces are of the stationary type, and the plant includes gas producers,
stockyard, calcining plant, and Spiegel cupola. Furnaces are rated for 90 to
100 tons per heat. The main building is 150 ft. wide x 1230 ft. long, and is
thoroughly guarded with safety appliances throughout. A complete description is
given in my article of January 1, 1914, issue of the "Iron Age." Gas
was put on the first furnace August 4, 1913, and they started making bottom
August 6, 1913. First heat was charged August 15, 1913, and tapped August 16,
1913. The first rail from the new plant, an 85 lb. one for the Norfolk &
Western, was rolled August 21, 1913. Owing to the depression in trade, it was
not until July 12, 1915, that gas was put on the last furnace.
1914-15.
In 1914 the gas cleaning plants at Blast Furnaces were remodelled and their
capacities increased to clean the gas for hot blast stoves. (The first plant
was installed in November, 1906, and a duplicate plant Octobe1, 1907, for gas
engine service). A third plant was started Sept. 17, 1914, which gave gas
cleaning capacity for all the gas required for hot blast stoves and gas
engines. The plants permit the use of much more economical hot blast stoves.
The
first part of the mill improvement program was completed this year, and
incidentally one of the most revolutionary changes in the rolling department of
the works effected with the abandonment of the old Blooming Mill October 10,
1914. The former ingot had been 17 3/4 x 19 1/2", being broken down to a 9
1/2" bloom in seven passes, while the new 48" bloomer breaks a 23
5-8" square ingot down to about 17" in the first four monkey passes, running
at a speed of 4.5 R. P. M. Four ingots were first put through the new monkey
rolls August 12, 1914. The 40" bloomer commenced operations August 30,
1914, everything being finally put into operation at this mill October 8th,
1914.
1915-16.
The new No. 2 Mill, built for the production of diversified product, was
completed this year, starting on regular product January 1, 1916. The new mill
is a 32 inch four-stand mill with a motor load of 79 motors driving bloom
pushers, charging and drawing machines, bloom cars, table rollers, lifting and
tilting tables, hot saw machines, curver, 800-ton billet shear, billet
conveyor, delivery tables, etc., and is probably the most modern and thoroughly
equipped rail mill in the world.
1916-17.
We come now to the close of our review of this able administration of progress
and achievement. Among other things, there was started in the summer of 1916, a
mammoth 200,000,000-gallon (daily) pumping station near the foot of Thirteenth
Street to take care of the work now being done by five smaller pumping stations
scattered throughout the plant. This will give the plant a much more economical
and efficient water supply system.
1916
marks two improvements that the management had long tried to get: a new general
office building and the Pennsylvania subway at Bessemer station. The new office
was commenced July 31, 1916, and the Pennsylvania subway thrown open to the
public June 12, 1916.
In
1916 the "I" Furnace was rebuilt, with its electric skip hoist and
automatic electrically operated bells, and is now the most modern blast furnace
in the country. Three more of the same type are under construction. Again, the
foundry department has been developed in late years to a point where it has
become the best foundry for moulds and stools in the country. Brass and general
castings are also a product.
I
believe that the achievements of this administration cannot be more strikingly
portrayed (aside from the cursory review I have already given) than by the
citation of figures on progress in the electrical department, for as every man
knows electricity is the embodiment of speed, economy, and efficiency. These
figures from one department alone, speak for themselves, and are a silent and
absolute epitome of the progress of the plant under Chas. E. Dinkey.
Needless
to say, every record of production that the plant has ever made has been
smashed time and again under the Dinkey administration. Sufficient steel rails
have been produced to twice encircle the globe andrun a half dozen lines from
San Francisco to New York, in standard railway sections, or in light weight
sections such as produced in No. 3 Mill, to lay a track clear to the moon, if
that were possible, while the Blast Furnaces have cast enough iron to reproduce
in solid blocks of iron every skyscraper and railroad depot in the city ol
Pittsburgh, or pave with two-inch iron plates, the Lincoln highway from coast
to coast.