on record that during nearly thirty years of almost constant testing, only once have direct financial considerations been urged upon us to influence our verdict in regard to material. On the other hand, we have heard representatives of entirely reputable business organizations say openly, "It costs us something to sell our goods, and it is entirely immaterial to us whether this money goes to our selling agents, or to the representatives of the consumers." And this is not the worst phase of the matter. It is well known that the representatives of consumers who act in some sense in the capacity of Testing Engineers, in that their opinion or decision determines the placing of orders, not only accept substantial considerations, from producers, but even demand them, if not openly, at least indirectly. The subject is one on which much might be said. An hour could readily be filled in narrating incidents and portraying the forms in which the hydra-headed monster, graft, manifests itself. We are confident that neither side is free from blame: we are equally confident that strict, open honesty is the only safe course. It may not be amiss to add that so insidious are the forms in which this evil manifests itself, that, in the words of the Scripture, they would at times deceive the very elect, and while it is not possible to discuss these matters, without raising interminable questions of casuistry and metaphysics, it is possible to so act as to have the continuous approval of a good, clean conscience. No universal rule can be given. Each one in a sense must be a law unto himself. Perhaps the best every-day working rule for young Testing Engineers is, do nothing you would not be willing to talk over with your employer, even in the presence of the other party. It is sometimes a bit hard to resist and say "no," but of one thing be sure-every departure from strict integrity will, sooner or later, return to plague you, and should your actions ultimately result in your downfall, from none will you get less sympathy than from those who may have contributed to your disaster. REPORT OF COMMITTEE A ON STANDARD SPECIFICATIONS FOR IRON AND STEEL. At the last annual meeting of the Society it was resolved, "That Committee A be instructed to consider the revision of the Standard Specifications for Iron and Steel with a view of bringing them into harmony, if possible, with those proposed or adopted by other societies or committees; that the report of Committee A on this subject, embodying its reasons for such recommendations as it may offer, shall be printed a sufficient length of time in advance of the next annual meeting to give ample opportunity for written discussion." In pursuance of this action a meeting of Committee A was held in Philadelphia on December 9-10, 1904. This meeting was attended by nineteen members of Committee A and by numerous representatives of committees of other societies engaged on similar work. Four sessions were held presided over by President Charles B. Dudley and Mr. C. C. Schneider, at which the following specifications were considered: I. Standard Specifications for Structural Steel for Bridges and Ships. II. Standard Specifications for Open-hearth Boiler Plate and Rivet Steel. III. Standard Specifications for Steel Rails. IV. Standard Specifications for Steel Castings. V. Standard Specifications for Steel Axles. VI. Standard Specifications for Steel Forgings. The criticisms advanced against these specifications by the committees of other societies were fully discussed and the following action was taken: I. Standard Specifications for Structural Steel for Bridges and Ships. It was decided (1) to strike out the words "Bridges and" from the title of these specifications with a view of making them applica ble hereafter to ship material only; and (2) to recommend the adoption under the title, "Standard Specifications for Structural Steel for Bridges," the "Specifications for Material for Steel Structures, "adopted by the American Railway Engineering and Maintenance of Way Association with amendments approved in March, 1904.* It will be remembered that the specifications adopted by the American Society for Testing Materials, then known as the American Section of the International Association for Testing Materials, served as the basis for these specifications. The only changes recommended by Committee A and embodied in the proposed standard specifications appended to this report are as follows: Clause 3. Change "a retest shall be made" to "a retest may be made.' Clause 11, (a), (b) and (c). Strike out the words “per cent.” after 2, 1 and 5 in (a), (b) and (c) respectively, and substitute "percentage of elongation" for "elongation" in each of these paragraphs. It should be stated that at the meeting of the American Railway Engineering and Maintenance of Way Association, held in Chicago, in March of this year, the above proposed change in Clause 3 was not approved. The proposed modification of Clause 11 is merely in the interest of definiteness, the original form being somewhat ambiguous. II. Standard Specifications for Open-hearth Boiler Plate and Rivet Steel. A Committee of the American Society of Mechanical Engineers recommended in 1903 the following changes in these specifications:† 2. That the maximum sulphur in flange or boiler steel be reduced from 0.05 to 0.04. That fire-box steel be specified at 55,c00 pounds per * Proceedings, Vol. III, pp. 59-68, and Vol. IV, 199-200. It was decided not to accept these changes since no specific reason for the same had been advanced and since the specifications in their present form are in harmony with those of the American Master Mechanics' Association. It should be added that invitations to attend the meeting were extended to the members of the Committee of the American Society of Mechanical Engineers, but that no member of that committee was present. III. Standard Specifications for Steel Rails. It was decided to recommend the adoption under the title, "Standard Specifications for Steel Rails," the specifications adopted by the American Railway Engineering and Maintenance of Way Association,* based originally on our own specifications and appended to this report, subject to the following changes: Clause 3. Change "from each blow" to "from every fifth blow." Strike out the word "preferably." Change heights of drop for 65-75, 75-85 and 85-100-pound rails from "18, 20 and 22 feet," to "17, 18 and 19 feet," respectively, as in the present standard specifications. It was thought that since it is proposed to specify hereafter that "the test shall be taken from the top of the ingot," the number of tests should not be increased nor the heights of drop. At the recent meeting of the American Railway Engineering and Maintenance of Way Association it was decided to strike out the word "preferably" but to make no other changes in this clause. Clause 4. That action on this clause be deferred pending the report of a sub-committee on the conditions at the various railmills affecting the amount of shrinkage. The following members have been appointed on this sub-committee: J. T. Richards, chairman, W. A. Bostwick, P. E. Carhart, R. W. Hunt, E. F. Kenney and S. S. Martin. It is expected that the report of this sub-committee will be available for consideration at the regular fall meeting of Committee A to which the committees of other societies will be invited. Clauses 7 and 8. To be recommended for adoption after they have been harmonized by the American Railway Engineering and Maintenance of Way Association. * Proceedings, Vol. IV, pp. 195-198 Clause 9. Change "33 feet" to "30 feet," and "27 feet" to "24 feet." It was considered inadvisable to adopt 33 feet as the standard length owing to the lack of suitable transportation equipment on the part of the railroads, especially in the East, for handling rails 33 feet long. Moreover, the 30 foot length is better adapted to the usual size of ingot for 100-pound rails, and, at some mills, to the position of the cambering machine relative to the finishing rolls. Clause 14. Change "five per cent." to "ten per cent." Strike out "rails rejected under the drop test will not be accepted as No. 2 rails.” It was thought that limiting No. 2 rails to five (5) per cent. of the whole order would impose an unwarranted hardship on the manufacturers, especially in the case of heavy rails, for which the percentage of No. 2 rails is usually in excess of five (5). IV. Standard Specifications for Steel Castings. The changes in these specifications recommended by the Committee of the American Society of Mechanical Engineers* are: I. This recommendation was not accepted because there is apparently no good reason for prescribing an upper limit, and it was thought better not to set such a limit. 2. That the 8-inch specimen be made the standard specimen, and that the 2-inch specimen be used only when it is inconvenient to use the 8-inch one; and that an increase in elongation of 25 per cent. be required for the former. * Proceedings, Vol. III, pp. 82-88. |