AUTOBIOGRAPHY OF JOHN FRITZ I2I
under the circumstances, was also a source of untold satisfaction.
Previous to starting the three-high miU we had com¬ menced to mcrease the output of puddled iron, as the new miU was capable of doing over four times the amount of work the old one could do. It was most important to take up this end of the work, which had, in a measure, been necessarily neglected. The puddling furnaces were origi- naUy aU single, but we had already changed some of them to double. We now put on all the force we could and changed aU the furnaces to double and built some new ones. This greatly increased the output. In order to roU the increased quantity of puddled iron, we had to buUd a new top and bottom miU, and at the end of the same we put in a set of rolls for flattening old rails so as to pile them in with the puddled iron in the rail pile. Up to this time the tops and bottoms for the rail pile had been roUed on the puddle train. By removing the roUs to the new train we had place for another set of puddle roUs. We also had to put ui a Burden squeezer, as the Winslow squeezer originaUy installed could not take care of the increased quantity of puddled iron that was being made.
Up to this time, in order to make smooth heads and flanges, we were compeUed to use two pieces of top and bottom with head on flange, an expensive method of manufacture. This led to the building of a sixteen-inch train to roU bars one and a half mches wide by five-eighths of an inch in thickness. In the middle of the pile next to top and bottom was placed a puddled bar five inches in width and five-eighths of an mch thick; on each side of this was placed a piece one and one-half inches wide by five- eighths of an inch thick. These bars were generaUy rolled out of old rails, thereby saving a large amount of reworked iron, and on the same sixteen-inch train was roUed aU the