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FINDS ELEMENTARY MJLES OF ENGINEERING SLIGHTED (Continued From First Page.) , leaking of melted snow onto the heads of the audience would have re sulted. In figure 1 the double lines indicate the six roof trusses, while the single lines Indicate the steel I-beams or girders connecting with the trusses. Four of the trusses connected at one end of each to the main truss. No. 11. One truss. No. 16, extended from the east wall to column No, S. The main trufes, No/ 11, was at right angles to the other trusses, and its north .end rested upon the curved wall on the Columbia, road side of the building. Its south end was supported on the upper end of a column (No. 2), at the level of the ceiling. This column, un like column No. 3, drd not -extend to the roof, but stopped at the level of the suspended ceiling, which was about six or seven feet below the root. Supported by Vertical Strut. The three roof girders meeting at the point over column No. 2 were supported by a vertical strut, con sisting of two small steel angles, which strut stood upon the bottom chord of truss No. 11, directl}- over the top of column No. 2. It sfebwtd he observed that there is no ste&ovein-. lier extending west from tbe.$b&~0f. this strut. This strut was 'supported "cobhouse" fashion, not being rigid ly connected at Its base and not con nected directly to. the column below, contrary to accepted practice. See figure 8. Truss No. 12 is the one whioh ap pears In the various photographs of the interior taken sinoe the collapse. It is altogether, but has a bad break In its upper or compression flange. This break is evidently due to tension developed by a tremendous side pull which probably came with the general collapse, rather than being the cause of the collapse. Figure 2 is a sketch to larger scale, of the top of column No. 3 and shows the relative positions of the four roof members connecting at this column. Perhaps it Is well here to call atten tion to the fact that all of these con nections were made with loose fitting bolts instead of rivets? It may be permissible to make steel connections with bolts in a framework of short spans, but good practice dictates the use of field driven rivets in the con nections for work of this character. "Where bolts are used the number should always be greater than would suffice for rivets, which is not the case here. Figure 3 is an elevation or side view of a part of the connection shown in plan in figure 2. This shows that the twelve-inch I beam "JB-41" was connected in a most flimsy fashion to its support, which was a short section channel twelve inches high and half an inch thick, standing on angle brackets, connected to the column. The upper flange of this channel was Dot fastened to the column In any way, so that a very slight movement of beam "B-41" would certainly cause the web of the channel to fold over, bonding near Its bottom flange, and this is just what did 'happen to this channel support, as shown by dotted lines on fi?rure 3. Figure 4 is a sketch of the connect ing beams and the angle strut above column No. 2. The west end of beam "B-41" was connected by a bentj plate bolted to the 10-inch channel. Figure ii shows a side view of this connection to the west end of B-41 toj the 10-inch channel. This connection was made by six bolts through, the bent plate and the web of the chan nel, and this connection i9 still in-( tact in the wreckage. Only Three Bolts Carry Load. Figure 6 shows the connection of thia same 10-inch channel to the ver tical 2-inch by 4-Lnch angle, by means of three bolta Notwithstand ingrthe fact that the load from B-41 j was delivered to this channel by six botta and that the channel was also Called upon to carry in addition a considerable area of the roof, only three bolts were provided to trans mit all of this load to "the supporting angle. During the collapse this channel was torn away from the an- i gle support and one bolt head waa] pulled clear through the thin steel web of the channel. Referring back to figure l it will be noted that in case any force tend ed to disturb the equilibrium of the point of support over column No. 2. .and cause a movement nt B-41, there was no member extending westward ly to resist such force, bat the Hllgh.tr est movement of B-41 would tend to upset the light angle strut, which rested so insecurely on top of the truaa below. Figure ". drawn to scale, shows the relative positions and the unbraced condition above the balcony of col umn No. 2. and also of the angle strut above it. When first erected there was no member in the plane of the ceiling between columns No. Z and No. 3. but this critical defect was discovered, doubtless because column No. '2 would not stand alone and had to be held, even temporarily. Conse quently the ten-inch I beam strut was provided-at (lie ceiling level as shown. This was not rigidly connected to the truss, but simply connected by two bolts to the flange of the trusai through a flat plate. Splice Platen iMfretln. Columns No. 2 and 3/ were each spliced above the balcony level to similar columns which extended from the foundations up and through the balcony framing. These columns were more slender for their lengths than good practice warrants. The connections between the upper and lower columns was entirely inade quate to develop the bending strength of these columns and when subjected to forces tending to move their top laterally they simply broke away from the ineffective splice plates, just above the balcony. - Figure 8 shows the manner In which the main truss was connected to the top of column No. 2. Sketch ! (a) of figure 8' shows the top of column 2 as looked down upon, when I it was in position. The four lug angles on this column were pre sumably set level and flush with the top of the column section, which was cut square to the column axis. How ever. it is practically impossible to rivet "four lug angles onto a column in perfect alignment and one or more will be found a little too high or a little too low, or slightly out of level. Therefore, good practice re quires that a cap plate be riveted to the top of such a column in order to give a fair bearing surface and to distribute the load uniformly over the section of the cdumn. No such cap ftjate was used. Not less than seventy-five tons of load had to be delivered to this column at its top. and examination shows that a groove had been worn into the bottoms of the steel truss where it rested on the edge of the "H" column. This would indicate that the deflections and temperature changes In the truss had aetually caused measurable i movement and corresponding wear at thia point., Sketch (b) of figure ? is the elevation or side view of this connection of the truss to the col umn. and sketch (c) shows the lug angle at the base of the angle strut, with hut two bolts to fasten it to the 'main truss. This Is the strut that carries three roof beams, in cluding B-41. Only two holes were provided for this lug connection. In a structure so poorly designed and detailed as this. ?nd about which at thia time only a- limits knowledge of the actual stresses is had hy the writer, there seems more evident rea sons why failure should occur than why the roofrerogMUd standing four years. The writer has not Mad an opportunlty to oheck. the -original' stress sheets. UvUtis ch^ing isbe T. L. OO.VDRON. DeutjtlesstSfct Itjiat their SUtures v.m h'OT^fr-lit'<irt*!?JSreement *with reccjded $($?st5s',i IWwever, it does not appear that the failure was due to the pulling apart of any steel section and the writer would not ex pect such to be the case. Glaring Faults Fonnd. Some glaring faults in the sections of the trusses are found. The splic ing of both the tension and compres sion flanges of the several trusses was inadequate and improperly done, so that the stresses at the splices were nearly double the allowable safe stresses. However, failure did not result from this cause, although it was tempting Providence to try such a reckless experiment over the heads of unsuspecting audiences. Evidently no thought was given the fact that truss No. 11 bolted to lug angles on the top of column No. 2,! caused large bending stresses in the column No. 2 due to -the deflection of the truss itself. This tall, slender column with inadequate connection at its base was unable to resist bend ing stresues and simply tended to tip on its base and in fact at the collapse did so tip. } It is difficult to determine what the loads and stresses were in the bal cony framing. An addition was made to the balcony last summer, the de tails of which the writer has not seen. A glance at figure 1 will show that any disturbance of the equili brium of the framing at either of the supports over the two columns. No& 2 ur 3, would be fatal. It is evident that beam B-41 is tlie most seriously overloaded and most, poorly supported member of the roof framing. This beam Is shoW|i to be of the samr sise as other beams' in the roof, which had much smaller areas to support. Beam B-41 'is bent at present, which, while not surpris ing. is confirmatory of . the view that it was bent out of line by severe overloading. Here is a case where the snow load, was. a larger factor than in the case of the trusses and' it caused probably more than 25 per cent increase to the dead load stresses. - Would Vaseut Zttain Ulrd?*. ..This beam b?in^ sp. seriously over loaded would tend to buckle sldewise. and if it started to buckle it would bring a pull upon the top flange of the vertical channel on which its east end rested, and that channel -would instantly collapse, with: 4tWTe sult that the angl? strut aboye col umn No. 2 would be pulled toward the east. Column No. 2 would, be restrained by the strut directly under B-41. from falling in that direction, with the result that it would be car ried south a-nd slightly east, as was the case. This Would instantly pull the main girder oft of its wall sup port and the entire roof would col lapse. _ . The mute testimony of the posi tions taken by the fallen trusses and columns that had supported the roof shows that the movement was toward the south, that away from, the stage. The north end of the main truss was putted pit of .Upbearing on Jhe top of a t*enty-ti?cti I beam, that sirppiv rested upon the wall, without tipping that twenty-inch.'beam over, which indicates * very sudden, eotieib As this truss fell,- it. did not scrape down the inner face of the 'wall, *ut cleared it entirely, showing that the movement was not toward the north, nor even straight downward, but toward the south, . As none of the beams or trusses .w^re . attached to their wall bearings, they readily moved off of them when the collapse began and the unstable Condition of the two slender columns, Nos. 2 and 3. offered no resistance to the first crippling force, which the writer be lieves developed in the beam B-41 and because of the weak sup ports under that beam the collapse followed the overstresslng of beam B-41. The change in temperature of the roof slab from 80 degrees to 30 de grees would result in lengthening the distance between columns Nos. ?2 and 3 a quarter of an Inch, if it'is assumed that the walls can not be pvllled in that much by the stresses in the roof construction. From this it is evident that even the temperature of the roof probably had an Influence on the stability of the structure, as no means were adopted to care for these irresistible ?tresses. > Plana Need Much Study. It requires painstaking study of plans to discover whether or not each and every connection of steel work and each detail of any kind of construction is adequate; One may not grasp the facts in a hurried, cur sory examination pf plans, and if the public is to depend absolutely on government supervision to discover and correct all errors of ignorance or Incompetence, it will be important to have appropriations or building per mits fees sufficiently large to support a building inspection department with a large corps of trained engineer* and Inspectors. Even then it will be as it is now, of major importance that the designing and supervision of all buildings except very simple resi dences and similar structures shall be Intrusted only to architects who will agree to retain competent engineers to make their structural designs or that owners shall directly engage engineers to collaborate with their architects. Architects generally do not wish, to pay out of their fees adequate compensation to competent engineers for designing and supervising serv ices. Therefore they are too often Inclined to economize and omit em ploying competent structural engin eers as designers for what is afterall the most vital part of the building. It should be borne in mind that it is human - nature not to spend more than one can avoid for what does not show and the work of the. en gineer is generally hidden out of tight. ? L. Condron, Born in.D.C.* Looked Upon as Leader In Engineering Circles Theodore L. Condron, C. E., born in Wvb'QBton, D. C.,yand-educated in the private and public schools her*. After several years In the employ of' M. U?Beseridge .(nqnr. Zkulln * Martin Coi) "fee left Washington to enter col lege ?t was (twlMM In UM la the eourse of clT^I englneertnr at Rose X . DRAWINGS BY THEODORE, I* CONDRON EXPLAINING KNICKERBOCKER COLLAPSE 5EET10S.2>3 Sig.1 Roof Plan- Knickerbocker Theater Single lines- fcea* or Channel Double Lines- Trusses fyM Plan \ of Roof Gtfnectton* cctsfrof ?A*e. ] C0/2 ^?-x/ lZ"Gh*nntf resent I ppert Figure 2?Plan of roof eonntiou at coIdbin three. Lowrri Picon 1?Sldr vlrvr of Nntrtm of knm B41?to channel 44 column fluw i only the bottom lance of chaaael connected to the column. Hoof lz-r b-4i . 5^12'CKaitnel * ? I .... ?, B~4Jcl i2j"I 2o ~tA.es /o"c/to rrrte/ 77r/s Gomtec&ort ISS&ZL Hc&ctas.id fas ^ botes -End of ?MainTruss' Ceiling ?U&st jovly ZhoHs F$. 7 Showing that 0dW2 and. the S tmt supporting toof beams were ?not traced on. the East side ? Polytechnic Institute, where he was a classmate of George R- Putnam, now United States commissioner of lighthouses. During the past twenty-one years he, has rbeen engaged in 'practice in Chicago5 as a consulting and design ing structural engineer. Among his clients for bridges and similar structures have been a number of railroads, including the Chicago and Eastern Illinois, Illinois Central. K. K. and T., and Mobile and Ohio. A large portion of his work has been la connection with important building* throughout the country. The Condron Company of- which Mr. COndron 1* president, has designed and super vised-the c??str?ctfon of more tham aftihMa^JWtWg^.^Wcted^ip ftf inch nationally known client* at tbt I ? yyiliSIra General Electric 'Company, Sears. Roebuck & Co., Ford Motor Company, Wagner Electric Manufacturing Com pany, Goodyear Tire and Rubber Company. American Book Company. Baldwin locomotive Works, 'United States Navy Department bureau of yards and docks and numerous clients less widetyknowa. In 1917 Thomas A Edison retained Mr. Condron to design and direct the repairs aad restoration of the large group of baildiaga gutted by Ore at the West Orange plant of the Edison Company. WM Cawetraet Cheat Tladaet. The Cw*m Company ku taw monumental features. Ust summer Mr. Condron was en gaged by the Masonic Temple Asso ciation all Sal I ha. Kan-' to in vest I nte tbe dio- ?f t* ? railroad tracks on the lake front of Chicago to the great pack now under construction, beyond the present lake Shore line. This bridge will be one SNOW FOUGHT WHILE FALLING UNDER PHILADELPHIA'S SYSTEM' M ..... ?'P Fleet of-Spd&dy Motor Plows, 4,390 Men, 1,110 Teams and City s Sewers )0* Keep Streets Cleared. I BY l'?I? JAMES B. MoCORD. l- ?? Bureau of Public Beads, Farmer ,y Engineer of HIcbwin, Philadel phia. Pa. The writer has read with a great deal of interest the efforts of The Evening Star to collect data from various cities concerning- their methods and organization for snow removal It la thought that it might , * ? 'nt6rf"t to your readers to . something of the system in defphU?"1 nearby city of Phila rt.^v,f"?in^r of highways of Phlla for Ave years between 1912 and writer was In charge of the during fl-om the city streets nwPA^in* H"1?- and therefore had ESfnn t to do with the Inaugu- I ration of a new idea, in handline- i to?r^r-J^v|llaJe'phia' wa" first city ""J?" rem?val as an en v'ng problem amendable to solu i "-Pl'lloation of ordinary engineering rules. Prior to 1912 n?hZ Tmov,a1' 1,1 Philadelphia and in ?,H?X>H ICan cities' had been con sidered an emergency duty to be per formed after the snowfall had ceased rather than a routine function which ? Vp6ratlv" as soon as the timJI S "tart<,(1 and should con tinue throughout its progress. , ,1. Christmas eve. 1912. Phila delphia was visited bv a very severe | snowstorm, quite like the recent o? Mn th? il.0n" After the storm br- I n?^h?!^L2I2? f was placed ln charge J ?. the removal of the snow from the ^,ther he nor any of his in the recently ? y Kovernment had had any experience ln such work. There following the custom of 150 Ta" al'owed to com- j plete its damage before any work of 1 removal wss begun. The next morn- ! ing the snow had reached -a. depth of nearly two feet and. with the excep tion of a very small amount of re moval with the few men and teams the officials were able to induce to work, for emergency prices, the snow remained in the streets until it melt ed and Philadelphia floundtr-ed around for over a week in about the same I kind of a mess as Washington has experienced during the past nine days. There was simply no snow or ganization worthy of the name. Begin Wke* Saew Starts. This oire experience with time honored methods of snow removal was quite enough for the engineers in charge of the work, and they |m mediatelj- began to jiut into effcct an e?liT -JRew practice, namely, that of lighting the storm and beginning the fight shortly after the snow had commenced to fal!. It was realized that the fundamental problem was to maintain norma) trafti ? conditions as nearly as possible during and after the storm. This c?n only be accomplished by fighting the storm. The actual disposal of the snevr is. of course, important, but it is of sec ondary importance. Almost all snowstorms in PhilaUel phia begin in the afternoon or at | night, and as it was found almost Impossible to induce many men to shovel and haul snow during the stormy weather at night, it vi| de cided that the main night work must be done with some kind of plowing machines to keep the traveled wav In the streets clear as the snow feli. Horse-drawn roadscrapers were tried out and found inadequate. They were too light and moved too slowly. Wlat was needed was Foeed combined with efficiency. Several contractors own ing large five and ten ton motor trucks, were persuaded to equip thir ty of them with adjustable plow bladaft, fastened on the front of the trucks and arrangements were made wherehy these trucks with their crews were available day and night. They were paid by the truck-hour. The tremendous value of these powerful plo'w trucks during a snow storm is quite apparent when it is realized that they can plow to a depth of six inches of fresh snow at a speed of from twenty to twenty five miles an hour. The street rail way company at the city's request also equipped eight cars with front and side plow9 to supplement their sweepers. Divided lata District*. The central business portion of the city was divided into nineteen snow districts, comprising about thirtv miles of streets. Detailed plans of these districts were prepared show ing the sewer manholes which might be used for dumping the snow. Where it was found that there was in sufficient flow of water in the sewers, the manholes were fitted with water connection to increase the flow. Bids were received by the city from team ing contractors for the removal of anow within the nineteen snow dis tricts. Not more than two districts were awarded to any one contractor. The basis of payment was per cubic, yard of snow disposed of in a man hole or other dumping plaoe indicated on the plans. The contractors were subject to call, and were required under penalty to have a certain num ber of men and teams at work within their respective snow districts within one hour after notification to begin work. The total forcfe required for the nineteen districts was 2/000 men and 800 teams and trucks. In addition, the regular street cleaning force was also organized for snow work. This force included 1.280 men and 200 teams and trucks. They were required to clean the crossings in the oentral part of the city and to remove snow in the outlying sections. The municipal repair and sewer gangs consisting of 1.110 men and 110 teams and trucks, were an extra force avail able for snow work in severe storms, thereby making a grand total of the snow force of 4.390 men and 1.110 teams and trucks, thirty heavy auto mobile plow trucks and eight trolley plows. ? 140 In Supervision Work. To control this force the work w^s done under the supervision of the writer, who had an engineering and inspection outfit of about 140 men, who were available day and night, working, however, in two shifts of | twelve hours each. Each man had a definite assignment. The organization was as follows: Two division engineers?one in charge of tet of the nineteen snow districts and of fifteen automobile plows and one in charge of nine of the districts and fifteen, of the motor plows. To each of these division en gineers was assigned a chief Inspec tor. who assisted him in general sup ervision. To each of the nineteen snow districts was assigned an in spector-in-charge. assisted by six iea, involving- a property loss of i over 9200,000. The Condron Com-1 I pany bas since been retained' to 'make : a new design for the structural fea tures of. this temple, which is esti mated ?o cost one million dollars. Mr. -Condron is a member of the American Society of Civil Kngineers, the American Rallwayllpgineers' As sociation and- numerous other techr piotii societies. " ' j- i r>, CalM 'teMnr by Cel. Keller. Mr QsflSfOB., is looWed upon by' jCoL" j Charl<?rK?lI?>r,-Rngfneei~Commission- ! er eit t1?^l?lAttRst; ,as one of the big j men in tH*l "*n^hie*eJajf profession of -iHi? cftunwyJaCsw ... ?. , Cor Tvener/.jiie^kj^fenfwxed with Me. Condron ,?kne?t during the latter's wotfc ?'oaii tysed him self as hlghly pl?a*?(}- tt>- bave the benefit or his observation* and stated that he Considered jtimsejf ^very for val'ue to him "in hi* general Sfur. ?. __ the .situation In .arriving at ^con clusion as to the caitse'df.lhe.cave-in. ler stated further that lie has MK Cdndron and looks upon an authority In. engineering QSL.I Seller stated further that tie has kriowb Mr^ Cdedron and looks upon 4s an authority in. engineering subordinate Inspector!". Each inspec tor in charge of a district was pro vided, of course, with a set of pl&rs and specifications and wa* required to keep in close touch with his con tractor by telephone, to be familiar with the location of the plow truck garages and the addresses of th* crews. The police precincts also co operated in making up and mobiliz ing" contractors and city laborers for snow work. The city telephone bureau in City Hall was on duty day and night and was required to notify the writer by telephone at the fir?t sign of snow during the night. Jt wis then hin duty to determine whether it would be necessary to order out the snow plows. If so, he notified his two principal assistants by telephone. They in turn each called their in spectors-ln-charge of districts. The*? inspectors notified the plow contrac tors and within one hour after de cision to begin plowing thirty power ful fast-moving plow trucks were ? working in the snow districts. When it was decided that the storm would warrant calling out the snow-removal force of men, trucks and teams word went forth to that effect by telephone to the contractors and then very quickly to the laborers, through th?? police officials. Usually by !? o'clock on the first morning of the storm upward of 4.000 men and l.OfiO trucks and teams were at work. The plows, working during the night, bad cleared the main traveled way of the streets and traffic conditions were almost normal. And after the plows had finished the central streets they were sent to outlying auctions, even, itt fact, on main country roads, where they operated in pgiirs or batteries. Formed Within Three Weeks. The snow organization described above was completed and put in'o effect jn Philadelphia within thre#? weeks of the snowstorms of Christ mas eve. The city engineers made their snow orcunization successful in spite of the very heavy handicaps of having practically no funds, for. although thfc cost of snow removal in Phila delphia sometimes amounted to sev eral hundreds of thousands of dol lars per annum, the annual appro- ? priations available before the work was done was never over $2,500? hardly enough to pay for a few hours' work. The balance had to be met during the spring by a deficiency appropriation. Not only has the system been successful from the start but many cities have based their snow force reorganization more or less on the Philadelphia plan. Of course, the scope of the work varies in different cities. For instance, while Philadelphia undertakes to clean fifty miles of streets. New York city tTfcs a program embracing over 500 miles, but the practice is the same in both cities, and every northern city should adopt it. . . . . The mayor of Philadelphia invited various northern cities to a. snow conference, which was held in that citv April K.-17, 1914. Representa tives of sixteen cities were present and their report was presented at the meeting of the American S cietv of Municipal Kngineers in De cember. 1914. It might be noted that one of the *nost active delegates t?. the snow conference and one wn?? made some very valuable suggestions as to possible improvements in snow removal practice was a former street cleaning Commissioner of the city of Washington, P. C. ( ONt of Ploww Slight. In conclusion. It is suggested that the r^cejit snowslorm in Washington would nrtt have caused anything lik** the inconvenience it did if-There ha<l been thirty or forty heavy auto plows, beginning on the evening of Saturday. January 2R. and working throughout the night and follow ing day. It costs comparatively little to equip a motor truck with a plow Made. It might readily be done at the Army. Navy or lyst O fllce paragt*!? or mafhinP shops in asn Ington quite cheaply with surplus war materials, of whir* the W ar De partment has sueh large stores. The government trucks are operating in Washington in large numbers and are under the control of the etipinf? Commissioner, having been recently placed under his jurisdiction ???* chief co-ordinator of motor trans port by the director of the hudp>-t. Jt should, therefore, be within the power of the District officials to pre pare almost Immediately the snow fighting motor plow equipment, \\hich most cities find has solved the most important factor of the problem. LOWER COURT UPHELD. Mandamus Sought by Foster Father of Soldier. Tlie District Court of Appeals, in an opinion by Chief Justice S?Jrt-h. sustained the action of the District Suprem- Court in denying .1 man damus sou Eh t by John b. ,^?rns- ^''r father of William Ricketts. a. soldier, against Charles R. Korhcs. director of the bureau of war risk insurance Mnd Andrew W. Mellon. Secretary of the Treasury. After the death of ?Ricketts Congress amended the war risk act so as to make the term father include persons standing in that relation t<. the .leoeaKcd. an.l Korris claimed under that pro\ islon. The bureau denied that he was en titled and the petitioner sought a . "'tIic4 bureau attacked the jurisdic tion of the local court and asserted that a suit over such disagiyement fnust be heard in the district coj. where the petitioner resides and as Norris is a resident of Maryland. Prn" reedings must be had in' that state. The lower court sustained that claim and the Appellate Court has upheld the ruling. WILL CONSULT HOOVER. New England Chamber of Com merce Officials Arrive. Fifty secretaries ami presidents of chambers of commerce of thirty-flve towns and cities in.New England have arrived in Washington for a two day conference with Secretary Hoover. The conference is to be. held today A and tomorrow. Secretary Hoover >' will describe the work being done by fhe bureau of foreign and domestic commerce in promoting--* foreign trade. The pre-sent economic situation with respect to foreign trade also will be discussed. WILL DISCUSS FORD OFFER : f; Secretary Weeks to Appear Before House Military Committee. ; Secretary Weeks announcd to day that he would appear before tho * | House military affairs committee * Wednesday at 10:.'.0 o'clock to supple- . ment orally his report on the con tract proposal of Henry FoiWI for , purchase and operation of the nitrate * .and power projects at Muscle Shoris. ,Ala., recently sent to the House. J GEN. HABB0RD ENDS TBXP. Maj. Gen. James G. Harbord. d?p- * J ufcy chief of staff, who accompanied i C<H. Wainwright. assistant secretary .* of yrar, on an extensive tour of in- 3 epe&ion of military posts ami stu- ? Hon* In the south and west, returned ?> here Jthls morning and resumed his '. duties; at the War Department. A"- ( slstann Secretary- Wainwright, wlio J fxu-ndrtd his trij> to St. l'aul un<I ' other paints. In the northwest. Is .riot ?ejipftCteC. to return to this city before - Jiext.Moitjday. .: