AUTOBIOGRAPHY OF JOHN FRITZ 97
quaUties of such a rail, and at that time it would have taken too long to make the test. My fear was tiiat the rails would spUt under the load. I finally made up my mind that if the piles were properiy heated and that if the second-bottom iron bars in the rafl pile were in contact with iron on its flat with a good heat, no trouble would occur. TMs in the end proved correct, but my anxiety did not cease until the rails were tested in absolute use.
I was now satisfied that with a very smaU quantity of smtable iron for the flange and head an excellent rail could be made out of the iron produced at the Cambria furnaces, and that with such a niiU as could be constructed the com¬ pany woifld be a great commercial success. But to attempt to run the mUl as it was would have been commercial ruin.
We now started the mill again, and wMle the flanges and heads were much better, the spUtting was worse than before, as the strong iron in the top and bottom would bear more heat than the puddled iron in the center of the rail. I again tried, with no success, to make a pig iron that would stand more heat, so as to prevent splitting, but having only one kind of ore Uttle could be done. I then had the roUs taken to the roU lathe and the work on the rougMng roUs reduced. The result was only a sUght improvement, and I felt that I had done all that could be done under the existing conditions.
I had now fully made up my mind that there was but one tMng to do and that was to build practically a new mill, making it three-Mgh. That would require a large amount of money, wMch was hard to get in those days. The only tMng that could then be done was to start up and do the best we could. As before stated, the reduction of work on the rougMng rolls helped sUghtly, and by careful heating we could get some work out. Consequently, we made what we called a final start.
In the meantime, we had gotten up a heavy buggy which