The Iron Age 1915-02-18: Vol 95 Iss 7

HUPUUATEEDELOUOEDNUREUSAA ETA UE EDEL venpeenanes : ; ULNUELUVOLOUDUEOAEEAEUUOUUEEUAOTED ECT UCE SOU AE AEDT EEL ETE AEST Established 1855 New York, February 18, PUUUUTTEEL ASU TDEaHAt Hi tet THE UU mt UL Mc No. 7 UU 1915 Vol. 95: The Liberty Bell and Disease of Metals How Remelting the Iron Years Ago, Using Unscientific Methods and Mixtures Injured the Relic—Its [he Liberty Bell is suffering from the disease ‘ metals. This has been clearly brought to the ittention of the public by the recent strenuous agitation to obtain permission for its removal to the Panama-Pacific International Exposition at San Francisco. The fact that the bell has been trans- ported several times to various expositions has lent irage to the agitators. Opponents of its removal from Independence Hall, Philadelphia, contend that if the bell is to be preserved intact as a sacred relic, it is absolutely necessary that it should be safeguarded as far as sossible from all vibration; that it has already suffered irreparable injury from previous journeys to New Orleans in 1885, to Chicago in 1893, to Atlanta in 1895, to Charleston in 1902, to Boston in 1903 and to St. Louis in 1904. > In 1909 when the city council Philadelphia seemed deter- mined to send the ell to Seattle, Wash., those op- posed sought ex- pert metallurgical dvice, for it had been observed that, in addition to the old vertical rack, a new crack had developed in mparatively re- ent years, start- ing from the top ' the old crack extending diagon- ly around the ipper portion of the bell, more than a quarter of its circumference. At first this new crack could only by the aid , nagnifying flass, but it is iow plainly vis- ible to the naked € See, Zemoval to the Panama Fair Blocked in the illustration. The curator of the museum where the bell rests applied to the Franklin In stitute for an expert opinion as to the new crack and he was referred to Alexander E. Outerbridge, Jr., of Philadelphia, a metallurgist of distinction, who holds the chair of metallurgy in that institute. an honorary one created when Mr. Outerbridge was given the institute’s Elliott Cresson gold medal in 1904 for “investigations and discoveries in the molecular physics of iron.” The result of Mr. Outerbridge’s investigation then was that the bell was kept at home. His recommendation, that it be supported on four padded stilts to relieve the strain which was gradually pulling the bell apart while hanging from the yoke, was adopted with beneficial results and to the satisfaction of many Vigorous pro tests were voiced early in February when it became known that vari ous Philadelphia councilmen were planning to intro- duce into the mu- nicipal legislative bodies a bill to send the bell to the Panama Ex position. As in former trips this excursion, it was contended, would again afford a de- lightful trip of a few officials to the fair at the ex- pense of the city. Through the efforts of the Daughters of the American Revolu- tion, Mr. Outer- bridge was again brought into the contest, and he submitted an ex- pert opinion on the present con- dition of the bell and against its re- eye, as indicated oY the dotted line The Liberty Bell Showing the Old Original Crack with the Dotted cating the New One Which Has Developed Recently 391 Line Indi moval. Extracts fae te oe ato == i Se re ame : tek Boe PETS. Sry se: Sits + ete e + © = cot SS =e a a Seen = eee - oy Tats 392 THE IRON AGE from this interesting report are as follows: It is no hyperbolical figure of speech to say that the venerated Liberty Bell is afflicted with a serious disease. Metallurgists have adopted into their technical phrase- ology the term “diseases of metals,” and recognize several such maladies. I, myself, have no hesitation in saying that the bell has a distemper which should insure its most careful preservation from all shocks such as it would be subjected to in a long journey. It is only necessary to take a brief glance at the history of the bell to understand the cause of this malady. THE FIRST CASTING OF THE BELL The bell was first cast in London by one Thomas Lester on the order of three eminent men, Isaac Norris, Thomas Leech and Edward Warner, then superinten- dents of the State House. It arrived in Philadelphia in 1752, and was tested in August of that year. Mr. Norris states: “It was cracked by the stroke of the clapper without any other violence, as it was hung up to try the sound. When we broke up the metal our judges here generally agreed it was too high and brittle. We concluded to send it back by Captain Bud- den, but he could not take it on board, upon which two ingenious workmen undertook to cast it here, and I am just now informed they have this day opened the mold and have got a good bell, which, I confess, pleases me very much.” Mr. Norris further states that in order to toughen the alloy, which was evidently too brittle, about 10 per cent. of copper was added to the metal of the original bell when re-melting it. In a subsequent letter to the colonial agent in London, Mr. Norris wrote: “After it was hung in its place it was found to contain too much copper, and Pass & Stow, the workmen, were so teased with the witticisms of the town that they asked permission to cast it over again.” Mr. Lester also offered to make another bell, taking back the metal of the defective one in part payment, but it was decided to give Pass & Stow, who, by the way, are said not to have been bell-founders by trade at all, another chance. They re-cast the bell, adding, without doubt, a quantity of tin to restore the tone which the excess of copper had entirely destroyed. The third bell proved to have a high sonorous quality, and Pass & Stow were then paid £60 13s. 5d. ($295.25) for their labor. It is probable that the effort made to increase the resonance was overdone, for bitter complaints against the loud and harsh clamor were made to the Assembly. One petition, signed by “divers inhabitants,” complains that they were much distressed by frequent ringing of the great bell, “and beg to be relieved from this dangerous inconvenience, except at the time of the meeting of the Honorable Assembly and of the Courts of Justice.” THE CRUDE METHODS OF MELTING We have no record of the final composition of metals employed by Pass & Stow, but we do know that they must have used at least two dozen of the largest crucibles or melting-pots then known, in order to melt more than 2000 pounds of metal required. Under these circumstances, the casting cannot possibly have been of homogeneous composition, and the bell was, therefore, subject to abnormal shrinkage and cooling strains, which actually caused a great crack to occur at a time when the clapper was muffled in tolling a solemn dirge on the occasion of the funeral solemnities of the first Chief Justice of the Supreme Court of the United States, John Marshall. Had the bell been allowed to remain at rest after the disease had thus shown itself in a great crack extending about two-thirds of the distance from the lip to the top (being arrested by the somewhat thicker metal of the word “Philadelphia”), the new and more dangerous crack extending diagonally around the bell from the letter “P” in Philadelphia to beyond the letter “Y” in “Liberty,” would probably not have occurred, for it was never observed until after the bell had made a number of peripatetic trips around the country, es- corted by city fathers and policemen. CAUSES OF THE DISEASE Failures from cracking even of the best quality of February |x. 1915, “Government bronze” castings, made under c¢ pervision are by no means unknown today, not at all surprising that our venerated Li! 3 : Be] having passed three times through the mel! = and having been “doctored” by amateurs netals should still have traces remaining of the disease whic} caused its decay more than a century ago, it hooves us, therefore, to guard this precious re}j all avoidable risks in the future for the sake of tions yet to come. gainst In conclusion, I wish to offer in behalf o: generations a warning to our present city fathers if they pass a bill to send the Liberty Bell to the Panama iture thai Exposition for “the edification and inspiration of the nation,” they are inviting disasters that may bring upon them anathemas instead of praises of the present generation as well as of all future citizens. Rathe should they pass a bill prohibiting removal in the future of the bell from its peaceful resting-place in its prope) home, Independence Hall. The Daughters of the American Revolution were consulting counsel with a view to getting out an ip- junction in case the council passed the proposed bill. On account of this report of Mr. Outerbridge the bill was not presented to councils, as contem- plated, on February 4 and it is probable the bell will remain in its proper resting place. The abstracts of Mr. Outerbridge’s report that were printed in the Philadelphia daily papers in- spired several inquiries from him as to the dis- ease of metals. In reply to these Mr. Outerbridge, who considers the term an accepted one in metal- lurgical phraseology and science, published the fol- lowing communcation in the daily papers: Recently an abstract of a report I made at the request of member of the Philadelphia branch of the Daughters of American Revolution on the present condition of the Libert Bell containing the foregoing phrase appeared in the Publ Ledger and other daily papers. Since then I have receive several inquiries regarding this statement, which appears far ciful, if not absurd, to persons who maintain that there is definite boundary line, between living and non-living matte Without entering into any argument on this debatable top I wish merely to refer such doubters to the famous “fF lecture” delivered by the celebrated Prof. Ernst Cohe Utrecht, on the “Tin Pest,’ before the Royal Society, L« in August, 1911, and reported in full, with numerous illust tions, in the Mechanical Engineer, April 19, 1912, Scie American supplement and other technical periodicals DISEASE OF TIN Engineering, London, November 3, 1911, contains a long editorial review of this remarkable address, in whic! refers to the fact that the main facts of the deca) metal tin were known half a century ago. “Erdmann not in 1851 that some organ pipes in the castle church of Lt (Prussian Saxony) were decaying; he thought that the cussions to which the pipes were subject might, under cert conditions, cause a mechanical disintegration.” Referring to Professor Cohen's modern researches 0! changes taking place in pure tin from the brilliant condition of the metal to a gray powder when exposed to ‘ weather for some weeks, the editor says: “Every particl gray tin becomes a center for the formation of 1! tin; the transformation advances very slowly in the dense nore £ metal, but each particle of gray tin acts like the germ 0! disease, and in this sense it may be said that the infected, and that all tin is liable to infection with disease or tin pest In the cold galleries of museums danger of tin infection is peculiarly great and this museun disease is very prevalent.” In the discussion following the address two of the mos! eminent living scientists, who have contributed much know edge about the molecular structure of metals throug! original researches (Professor Ewing and Doctor Rosenheim! referred to “strain diseases of metals,” and Professor Cobh said in reply that he had purposely not referred to “s™ diseases” in order to avoid confusion. The foregoing brief references will suffice to show that " statement that “metallurgists have adopted into their te ht cal phraseology the term diseases of metals” is abun ant corroborated by eminent authorities on metals in Euro ALEX. E. OUTERBRIDGE, J Philadelphia, February 5, 1915. ry 18, 1915 EFFECT OF REMELTING COPPER in further substantiation of this theory Mr. Ouie dge says that since writing the above he has seen a report of tests made in remelting pure pper several times under careful conditions. ith each melting the metal lost largely in tensile resilience, etc. Bending tests showed ss of over 50 per cent. from three meltings. The Liberty Bell was recast three times. Early in April last year four additional supports were placed in the case on which the bell now rests, further relieving the strains. The beneficial effect, ays Mr. Outerbridge, was soon apparent in a par- tial closing of the crack. “Should it be again sent na railroad journey across the continent it is by no means unlikely that it would arrive there in two pieces. ~ It is estimated that years ago vandals used to chip pieces from the rim for souvenirs calculated to have amounted to anywhere from 20 to 40 lb. A member of the Daughters of the American Revolu- tion in Philadelphia has records to prove that more strangers visit Independence Hall every year than iny other museum in the United States, pointing to this as another reason why it should not be removed for many months from its resting place. On February 11 the voice of the bell was con- veyed by telephonic communication over 13,600 miles of copper wire from Philadelphia to San Francisco, 3400 miles. It was the first sound that urneyed across the entire length of this continent and it was the first time that the ancient bell has pealed officially since it cracked, tolling the death of Chief Justice Marshall, 80 years ago. PANAMA CANAL COMPETITION Lower All-Rail Rates to Pacific Coast Allowed by Commerce Commission WASHINGTON, D. C., February 16, 1915.—The far- eaching effect upon transcontinental transportation of the opening of the Panama Canal is officially recognized order entered by the Interstate Commerce Com- mission on February 11. It is the result of an investi- gation to determine the extent of the relief to which the roads are entitled under the decision of the Com- ssion in the so-called Intermountain case as recently med by the United States Supreme Court. The decision of the Intermountain case by the Su- me Court was followed by the issuance of an order the Commission which, while it required transconti- ental carriers not to charge more from the Missouri River westward to an intermountain point than to the Pacific terminal, permitted them an excess charge to ntermediate points on shipments from Chicago of 7 per cent., from Pittsburgh of 15 per cent., and from the \tlantie seaboard of 25 per cent. These concessions, presumably, would have been adequate to enable the ads to hold their through business had it not been for hrinkage of rates from New York to San Francisco ise of the opening of the Canal. the investigation to determine the reasonableness carriers’ demands the Commission developed a y interesting situation. Since the opening of the nama Canal the water carriers have materially re- | their rates, shortened the time of transportation, reased the frequency of sailing, added to their ton- nage capacity and have enormously increased their 0ast-to-coast business. In the period of 30 days pre- g¢ October 6 last important reductions were made, iding certain hardware items, from $1 to 80 cents; eys, from $1 to 90 cents; rail and track material, 55 to 50 cents; castings, carload, from 80 to ts; cast iron pipe, from 40 to 35 cents; stamped e, less than carload, from $1.25 to $1; stamped ware, arioad, $1 to 80 cents, and wire fencing, from 40 to 30 Ir THE IRON AGE 393 cents. It was further shown that the total tonnage moving by water from the Atlantic to the Pacific coast and to the Hawaiian Islands, which in 1911 was 397,000 tons; in 1912, 451,000 tons, and in 1913, 434,000 tons, for the single month of September, the first full month after the opening of the Panama Canal, amounted to 77,915 tons. While the movement by the Panama route for the month was not regarded as an infallible index as to what might be expected as the result of its opera- tions, the Commission regarded it as indicative of a greatly increased activity on the part of the water car- riers. The evidence gathered also showed a reaching out by these water carriers to territory from which hereto- fore they have drawn but little if any traffic and the movement by water of various commodities that here- tofore have moved almost exclusively by rail. Promi- nent instances of these include a shipment of 32 cars of cast-iron pipe from Birmingham, Ala., by rail to New Orleans, thence by water to the Pacific coast; 140 cars of structural iron originating in various parts of Penn- sylvania; 50 cars of wire fencing from Pennsylvania points; 1200 tons of rails from Lorain, Ohio; 653 pieces of wrought-iron pipe from Wheeling, W. Va., and 15,000 tons of wrought-iron pipe from Youngstown, Ohio. From these facts it was made evident to the Commis sion that whatever may have been the degree of com- petition in the past between the rail carriers and the water carriers, the country is now witnessing a new era in transportation between the Atlantic and Pacific coasts and that to secure any considerable percentage of this coast-to-coast traffic rates on many commodities must be established by the rail lower than those now existing. The Commission decides that on about 25 items which move in carloads from the Missouri river to the Pacific coast at rates less than 75 cents per 100 Ib., carriers may be permitted to establish reduced rates to San Diego, San Francisco, Oakland, Portland, Tacoma, Seattle, etc., and to continue rates to intermediate points not higher than 75 cents per 100 lb. From Chicago, Buffalo and New York carriers are permitted to carry carload rates to intermediate points 15, 25 and 35 cents, respectively, higher than from the Missouri river to the same destinations. Less-than-carload commodity rates on articles classi- fied as first or second class in the western classification, which are less than $1.50 per 100 lb. from the Missouri river to the Pacific coast may be exceeded at inter mediate points, but the rates on such articles to such intermediate points must not exceed $1.50 per 100 lb. Less-than-carload commodity rates on articles classified as third class or lower in western classification, which are less than $1.25 per 100 lb. from the Missouri river to the Pacific coast, may be exceeded at intermediate points, but the rates on such articles to such inter- mediate points must not exceed $1.25 per 100 lb. Less- than-carload commodity rates from Chicago, Pittsburgh and New York to intermediate points may exceed the rates from the Missouri river to the same destinations by 25, 40 and 55 cents, respectively. The articles on which through rate reductions are permitted by the Commission’s order include structural iron and steel, fabricated and unfabricated, bars, shaft- ing, slabs, rods, hoops, bands, billets, blooms, ingots, bolts, nuts, rivets, lag bolts, butts and hinges, castings, chain, fencing, cast-iron pipe, sheets, hardware, stoves, radiators, sectional boilers, stove pipe iron, wire and wire goods. Carload rates on coal and pig iron may be less to the Pacific coast than to intermediate points, but the rates on such articles to the higher-rated inter- mediate points must not exceed 5 mills per ton-mile The Commission adds the suggestion that rates to intermediate points near the Pacific coast terminals may be made by adding to the rates to the terminals some- thing less than the locals from terminals to destination. To what extent the rail carriers will avail themselves of the Commission’s permission to revise their rates cannot be positively stated, but members of the Com- mission assume that substantially all the authorized re- ductions in through rates will be made and that rates to intermediate points will be held at the highest level consistent with this order. Ww. L. c. carriers materially 1 Finishing Temperatures of Rails if Reheating the Blooms and the Effect on ‘7 the Grain Size, Physical and Wearing Pp Properties—More Ductile Rails Result | BY W. R. SHIMER In his valuable report on “Finishing Tempera- much to the difference in finishing temperatur: tures and Properties of Rails,” Technological Paper as to the difference in reduction in one heat For No. 38, Bureau of Standards, Dr. G. K. Burgess, example, a direct-rolled rail is reduced from the chief of the division of metallurgy, United States ingot to the rail in one heat, whereas when Bureau of Standards, has begun a line of investi- blooms are reheated, all the strains set up in the gation which should be continued by those inter- reduction of the ingot to the bloom are relieved ested in the subject, and who have proper facilities during the reheating process. for carrying out the work. For the past year or more the Bethlehem Steel Company has been con- COMPARISON OF DIRECT-ROLLED RAILS AND OTHERS ducting experiments to learn the effect of rail finishing temperatures on their physical properties and microstructure and the results are here given for the consideration of those interested in the rail aS the A few results of drop tests on rails of identica! section and of approximately the same composition are given, comparing rails rolled direct with those rolled from reheated blooms: situation. \ 33 ‘ ; 2ac : ini ave > 1y. Heat A—100-1b. Rails Relled Direct Considerable differences of opinion have been ex C, 0.690; Mn, 0.64; Si, 0.C68; P, 0.018; 8, 0.032 per cent pressed by various authorities, in the past, as to the effect of large or small grain size and high or _— a Ce + ch ae ee « ~ a = : ngo oO arops set, in ~ & » € . n t low finishing temperatures of steel rails on their oe Geille i ; : s48 2 1 1.08 0.05 0.07 0.06 % 0.05 0.04 physical properties and wearing qualities. Low : finishing temperatures and, therefore, low shrink- os : = 6a oot at ae Gee eae Re age, have been advocated on the theory that the 3 4.06 0.13 0.14 0.15 0.13 0.12 0.12 0% . cea 4 Broke Not measured wearing qualities would be improved. Others have 19 i 1.07 0.06 0.06 0.06 0.05 0.05 0.03 0 recommended high finishing temperatures. Average deflection after the first drop, 1.07 in. GENERALLY ACCEPTED CAUSE OF FAILURE Heat B.—100-Ib. Raile Rolled from Reheated Blooms (Compare with Heat A » > sg * 0.600; Mn, 0.66: Si, 0.080; P, 0.018; S, 0.034 per cent The generally accepted cause for rail failures, eee Bae due to the development of transverse fissures, is No.of Permanent ———————Eon¢ation——— . . > Ingot No. crops set, in lin. 2in. 3 in. 4in. 5 in. 6 in. Tots excessive wheel pressure on hard rails. One of the . . : 0.05 0.05 0.05 0.04 0.03 02 causes advanced for hard rails has been that they : ee eR Beye ee Be Be contain too high percentages of carbon and man- .o 88 ¢e oo te ae ce ee . . . eo ‘ w 4 : ganese; another that the rails were finished at too 5 Bioke 0.11 0.14 0.18 0.19 0.17 0.14 09 low a temperature, at or near the critical point. ' 160 0.C4 0.05 0.05 0.05 0.04 0.03 0.26 In the experiments herein described the rails ao. am a oe eee On were rolled from reheated blooms. All the rail ° 2 verage deflection afte > fi drop, 1.53 blooms were charged hot in a reheating furnace and Average deflection after the Sat drep, 1.55 = brought up to about the original ingot-rolling tem- Heat C.—100-Ib. Rails Rolled Direct (Compare with Heat D perature before rolling into rails. These rails gave C, 0.646; Mn, 0.81; Si, 0.105; P, 0.028; 5, 0.029 per cent better results in deflection, withstood a greater num- No.of Permanent — —_—E1oneation } ber of drops before breaking, and showed greater =Ingot No. drops_—sset,in. = 1 in. 2 im. 3 im. 4m. 9m. On ductility, than rails of identically the same composi- 1 1.30 0.03 0.03 0.05 0.05 0.05 0.03 0.24 . ° ° ° eo 2 2.30 0.04 0.06 0.08 0.09 0.09 0.0 0 44 tion and section which were rolled direct from the 330 007 009 013 015 0.14 O11 0 ingot. Rails rolled from reheated blooms, finished ‘ain 1.20 0.02 0.03 0.04 0.05 0.04 0.04 0.22 at somewhat higher temperatures than when rolled 2 2.30 0.06 0.07 0.08 0.09 0.08 0.07 0% direct from the ingot, have a different microstruc- Lest 1 120 0.03 0.04 0.05 0.05 0.04 0.03 0.2% ture, which the writer does not believe is due so Avesune dilate alee tales ihe 4a te *From a paper presented at the New York Meeting of the American Institute of Mining Engineers, February 15 Heat D.—100-Ib. Rails Rolled from Reheated Blooms The author is Metallurgist of the Bethlehem Steel Company C, 0.648; Mn, 0.83; Si, 0.081; P, 0.028; 5, 0.031 per cent i = | No. of Permanent - ———— E.oneaTion Ingot No. drops set, in. lin. 2in. 3in. 4 in. 5in. 6in. To 1 1 1.45 0.04 0.04 0.06 0.05 0.04 0.03 0.2 2 2.60 0.06 0.08 0.12 0.00 0.09 005 ¥ 49 j 3.70 0.10 0.13 0.17 0.15 0.12 0 Vs! ; 4.70 0.10 0.13 0.17 0.17 0.15 0.11 05 5 Broke 0.12 0.144 0.18 0.18 0.15 O11 OS x 2 1 1.45 0.06 0.07 0.07 0.06 004 008 08 i 1 1.50 0.04 0.05 0.06 0.05 0.04 0.03 0.27 : Average deflection after the first drop, 1.47 in oe. i, it “ | Heat E.—100-b. Rails Rolled Direct (Compare with Heat F ba 4 i C, 0.740; Mn, 0.78; Si, 0.104; P, 0.020; 8, 0.033 per cent ; | j : | No. of Permanent —-— -ELONGATION Tos . Ingot No. drops set, in. lin. 2in. 3in. 4in. Sin. OM , 2 l 1.01 0.04 0.05 0.038 0.08 0.02 0 Ue : fe 2 1.90 0.065 0.06 0.07 0.08 005 0% "© 10 1 1.01 0.04 0.04 0.04 0.04 0.02 00 | : 7 : 19 1 1 01 0.08 0.064 0.065 005 0% 0° 4 Fig. 1—Some of the Rails After Being Subjected to Drop Tests Average deflection after the first drop, 1.01 in 294 February 18, 1915 it F 100-4. Rails Rolled from Reheated Blooms 1.750; Mn, 0.81; Si, 0.071; P, 0.018; 8, 0.029 per cent N f Permanent ELONGATION irops set, in lin. 2in. 3in. 4in. 5 im. 6 n. Total 1.50 0.04 0.065 005 0.065 0.08 06 0.2 2.60 0.06 0.09 O11 0.10 0.00 O07 52 + 70 0.08 0.12 0.15 015 0.14 0.06 O74 $ 4.80 0.10 0.15 0.18 O.18 O16 0.10 0.86 5 6.00 0.12 0.16 0.19 019 0.16 0.122 0.04 Not tested to destruction 1.40 0.06 0.06 0.07 0.07 005 0.04 O.35 a) 002 004 006 006 0% 006 02 tion after the first drop, 1.40 u Tests of Rails from Reheated Blooms Superior. The drop-test results of the rails rolled from reheated oms were superior to those of rails rolled direct the ingot. Numerous records of direct-rolled rails show the of drop tests from the same heat to be not ‘orm with test pieces of uniform chemical compo- m, taken from the same position in the ingot and from segregation. Drop tests of rails rolled from reheated blooms consistently uniform results under the same con- The reason rails rolled direct do not show uniform lrop-test results seems to be that, when two or three ooms are rolled from an ingot, rails rolled from the bloom are finished at the highest temperature, ‘ils rolled from the second bloom are finished at the xt highest temperature, while the rails rolled from he last bloom of the ingot are finished at a consid- ably lower temperature than the first two. If there iny delays at the mill and any blooms are held p they sometimes become too cold to roll, and if they e just hot enough to roll the rails will be finished ‘low the average temperature. In the case of rails rolled from reheated blooms a iniform temperature can be obtained on all rails rolled. One bloom is drawn from the reheater at a time and through the mill. If there is any delay at the | the blooms remain in the reheater until the mill is eady to roll them. Any desired temperature can be aintained in the reheating furnace so as to obtain he desired finishing temperature on the rails. The temperature of the reheater is regulated according to composition and section of the rails being rolled. DETAILS OF THE INVESTIGATION Nine 19 by 23 in. ingots from the same heat vere each rolled into two “three-rail” blooms, each ngot making two blooms, or six rails 33 ft. long 100-lb. section. The composition of this heat is: C, 0.720; Mn, 0.73; P, 0.019; S. 0.037 per cent hese 18 blooms were charged direct from the mer into the reheating furnace and heated up the original ingot-rolling temperature and, after drawing from the furnace, some were held for dif- ‘erent lengths of time, before rolling, so as to ob- ‘ain a range of high and low finishing temperatures on the rails rolled from them. Finishing temperatures were measured on all the rails directly after leaving the finishing rolls. ‘irinkages were measured on all the rails. A drop- test piece, 4 ft. long, was cut from each A, B, C, D, E and F rail from each of the nine ingots, making total of 54 drop-test pieces. A short piece, 6 in. was cut from each rail directly back from the drop-test pieces were cut. A standard ‘ensile bar (0.505 in. dia. by 2 in. long) was turned rom both sides of the head of these short rail ons—one from the bottom side of the head of section as it cooled on the bed, and one from p side—making 108 tensile bars. Next to the piece for tensile test a thin section awed from the head of each of the 54 rails, sed for making Brinell hardness tests. Finish- ig temperatures ranging from 2147 deg. to 1652 *g. F. were obtained in this experiment. For con- study, the results of drop tests, physical ner, ert THE IRON AGE - pe ur tests, Brinell tests and check carbons, on all the rails are given in a table in the original paper. Ingots were numbered from one to nine, in- clusive. The positions of the rails in each ingot were as follows: A the top rail of the ingot, B the second from the top, and so on down, F being the bottom rail of the ingot. The A, B and C rails of all ingots were rolled from the upper bloom; the D, E, and F rails were rolled from the bottom bloom of the ingots. The shrinkage recorded are aver- aged from measurements of the three rails rolled from each of the 18 blooms. The finishing tem- peratures are fairly consistent with the shrinkages, but there are a few cases where they are not quite so, due to the difficulty experienced by the operator of the optical pyrometer in matching the color cor- rectly. A microscopic examination was made of the threaded end of each of the 108 tensile bars. The Drop Tests.—All rails were tested head up. Six l-in. spaces were marked with a center punch on the base of the test piece, and elongations were measured from these punch marks after the rail broke. In some cases the rails bent almost at right angles without breaking in the base; in these cases the elongations are not as great as they would have been had the rail broken in the base. Figs. 1 and 2 show some of the test pieces which bent to almost 90 deg. without breaking in the base, proving them to be exceedingly ductile, although the ductility measurement does not indicate this. The hight of drop was 18 ft. and the weight of the tup 2000 Ib. The following summary is drawn from a prac- tical standpoint based on the results of the various tests and microscopic examinations and a study of numerous records. SUMMARY OF THE RESULTS No appreciable difference in grain was found to indicate that the size or structure was governed by a difference in finishing temperature. There was practically no free ferrite in any of the A rails, slightly more in the B rails, more in the C rails, and so on; the E and F rails from all the nine ingots contained an almost complete network of free ferrite. The A. B. C and D rails all had a more or less sorbitic structure, and the E and F rails were not sorbitic. The only explanation the writer can offer for this consistent difference between the micro- structures of the various rails according to their po- sition in the ingot is as follows: 1.—The absence of free ferrite in the A, B, and C rails seems to be due partly to the presence of a consistently higher percentage of carbon than in the D, E, and F rails. 2—When these experimental rails were rolled, nen eae UIE Um nnnnE nn ERR Fig. 2—Some of the Rails After Being Subjected to Drop Tests 4 Piagks oy, Soe ee gee 396 THE IRON AGE the rails from each ingot were kept apart on the bed to avoid their being mixed. For example: When bloom 1ABC was rolled, the A rail was sawed to length first, and the C rail last. When they were put on the bed, the C rail was first, the B rail next vith its base resting against the head of the C rail, and the A rail last with its base against the head of the B rail. These rails were cooling at least 3 to 5 min. before the D, E, and F rails from the bottom bloom of No. 1 ingot came along. When the D, E and F rails went over to the bed, the F rail went first, a small space being left between it and the A rail; the base of the E rail rested against the head of the F rail, and the base of the D rail rested against the head of the E rail. The head of the D rail was left exposed. Therefore, the rails from the various ingots cooled at different rates of speed. The heads of all the A rails were air cooled and the structure was sorbitic. The heads of the B and C rails cooled more slowly on account of having hot rails resting against them, consequently these rails contained more free ferrite than the A rails. The C rails contained more ferrite than the B, and the B more than the A rails. The head of the C rails had an annealing effect longest, the B next, and the A rail none. As to the D, E, and F rails, the F rail was the first to have a hot rail resting against its head, the E rail next, while the head of the D rail was air cooled. This, it seems to me, shows that this con- sistent difference in the separation of free ferrite, according to the position of these rails in the ingot, is due simply to the difference in the rate of cooling of the rails. In order to learn what would happen if samples of A, B, C, D, E, and F rails from the same ingot were all annealed at the same temperature and cooled at the same rate of speed, samples from rails 1A, 1B,1C, 1D, 1E, 1F, 9A, 9B, 9C, 9D, and 9E were charged in the same muffle furnace, heated to slightly above the critical point (1450 deg. F.). and left to cool slowly in the furnace over night. Micro- graphs, taken of the structures of these pieces after annealing showed that the structures of all the rails, except 1F’, were about the same, and contained no free ferrite. Rail 1F contained a network of free ferrite, but as this sample contained only 0.622 per cent. carbon and the other 10 samples contained no less than 0.680 per cent., the difference in struc- ture of this sample could be due to its lower carbon content. In the other 10 samples the aggregate of ferrite and pearlite has changed to a homogeneous solid solution. The difference in carbon, together with the difference in the rate of cooling, accounts for the separation of free ferrite in some instances and the non-separation in others. EFFECT OF ANNEALING The above samples were afterward heated to 1800 deg. F. and allowed to cool slowly in the fur- nace over night. These samples were polished and etched and photomicrographs taken of their re- spective structures. In this case the grain size increased and free ferrite separated out in the boundaries of the pearlite crystals. Approximately the same amount of free ferrite was observed in all the pieces, showing that when heated to a rail- finishing temperature and allowed to cool at the same rate of speed the microstructure is the same throughout, regardless of the position of the rail in the ingot. The average physical results of the 54 tensile bars tested from all the A, B, and C rails are as follows: February Tensile strength, Elastic limit, Elongation, lb. per sq. in, lb. per sq. in. per cent. 125,130 64,150 14.0 The average physical results of the 54 bars tested from all the D, E, and F rai follows: Tensile strength, Elastic limit, Elongation, ( lb. per sq. in Ib. per sq. in. per cent. 116,300 59,720 16.2 The average carbon content of the A, B and ¢ rails is 0.711 per cent.; of the D, E, and F rails. 0.678 per cent. The A, B, and C rails are three points higher ip carbon; higher in tensile strength; higher in elastic limit; and lower in elongation and contraction of area than the D, E, and F rails. Apparently the slight difference in carbon content has caused the difference in physical properties. Check analyses were made for manganese, silicon, phosphorus, and sulphur, and all the results were so close to the original heat analysis that the difference in physical properties cannot be due to these elements. PHYSICAL PROPERTIES The following are the average carbon contents and average tensile results (each an average of six tests), finishing temperatures, and shrinkage of the rails rolled from each bloom: ABE Tensile Elastic Elonga- Contrac- Carbon, Finishing | strength, limit, tion, tion, per tempera Ib. per lb. per per cent. per cent ture “5 oj. deg. I 000 66, 600 14.6 17.91 330 © 64, 660 12 16.90 910 64,230 13.§ 20.20 000 64, 660 14.5 19.04 5,660 65, 180 11 17.39 660 63,110 14 20.56 590 63,350 14 19.84 500 63,330 16 20.30 600 61,800 14 19 98 oe 7 a bo HO bO BO OO tO bS DS tO _ — — bo bo DS DO PS DO — POO oe Average 25,130 64,150 14 9 12 DEI rails ingot 118,750 y 15 0 116,580 : 23 .{ 0 116,830 , 15 2 0 116,100 : 15 0 116,000 2 0 116,100 15 2 0 115 , 660 2! 0 115.400 7 : 0 115,330 17 3 0 Average 116.300 59.72 16 6 54 0 678 The above shows that the rails finished at high temperatures have the same strength and ductility as those finished at low temperatures, this conclu- sion being confirmed by a study of the drop-test re- sults and the photomicrographs. The latter show that the structure of all the A rails is identical; all the B rails have the same structure; in short, all rails from the same relative position in the various ingots show the same microstructure. The onl) difference found, regardless of finishing tempera- tures, was between the physical properties of the A, B, and C rails and the D, E, and F rails, which was dependent upon the position of the rails in the ingot. The difference in microstructure was due to the rate of cooling when the rails were on the bed. RAILS ROLLED DIRECT FROM INGOTS The above results refer to rails rolled from re heated blooms. From past experience it has been noticed that the rails rolled direct from the ingot do show differences in physical properties, varying !" accordance with their finishing temperatures. The difference, it seems, is due to the fact that when rolling direct from a 19 x 23 in. ingot, or an 18 x 19 in. ingot, considerable strains are set up during this continued reduction, which are increased or de creased according to the finishing temperature. February 18, 1915 hen rails are rolled from reheated blooms, all the strains set up during the reduction of the ingot bloom are removed during the reheating nrocess, since the blooms are reheated to or near ‘he original ingot-rolling temperature. The per- entage of reduction from the bloom to the finished not so great as from the ingot to the ed rail, consequently no such strains are set d therefore a difference in finishing tempera- ture does not seem to affect appreciably the physical properties and microstructure of rails rolled from reheated blooms. A careful study of the results of the drop tests recorded in this report shows that the rails finished high temperatures are equally as good as those finished at the lower temperatures. Figs. 1 and 2 show drop-test pieces representing the following Finished at 2020 deg. F shrinkage 6.44 in stood s and did not break in the base Finished at 2020 deg. F shrinkage 6.44 it stood s and did not break in the base. B—Finish>d at 2048 deg. F.: shrinkage 6.64 ir stood pps and did not break in the base Finished at 2120 deg. F shrinkage 6.77 in stood rops and did not break in the base —Finished at 2048 deg. F.: shrinkage 6.55 in.; stood rops and did not break in the base B—Finished at 1832 deg. F shrinkage 5.66 in stood s and did not break in the base In addition to those shown in the photographs, 9-D and 9-E finished at 1652 deg. F.; shrinkage 5.37 n.; stood six drops and five drops respectively and broke in the same manner as those illustrated. rhe following drop-test pieces also broke in the manner above described: 1-A, 1-D, 1-E, 1-F, 2-A, 3-A, 3-B, 3-C, 3-D, 4-C, 4-D, 4-E, 5-A, 6-A, 6-B, 6-C, 7-D, 9-B, 9-D and 9-E. These drop-test pieces represent a wide range of finishing temperatures, shrinkage, and microstructure, but have almost dentical physical characteristics as shown by the results of this test, which is the important test of the quality of a rail. GENERAL CONCLUSIONS The conclusions above are based on the results of a carefully carried out investigation along practical lines. The primary object of these experiments was to determine the best finishing temperature for steel rails. There was a variation of 500 deg. F. in the finishing temperatures and a variation of 1.34 in. shrinkage. Even with this wide range in tempera- ture and shrinkage, it was impossible to determine, from the results of the respective tests, at what temperature a rail should be finished in order to btain the best results, since all the tensile and drop-test results recorded are good, and practically identical. The results show it is equally impossible decide what microstructure and shrinkage are desirable. Further, from the results of this investigation we have learned that rails rolled from reheated ooms are more ductile than those rolled direct ‘rom the ingot, regardless of their finishing tem- perature. Also, we have learned to be cautious th regard to judging from the microstructure as the temperature at which a rail was finished and to be careful in drawing conclusions from the micro- tructure, alone, in rail-failure investigations. The rostructure appears to be controlled more by ne rate of cooling from above the critical point than loes by the temperature at which it was finished. regular practice rails cool uniformly, since hot ‘ls are going to the bed continually, and therefore microstructures do not vary as much as they ‘ve in this experiment. Further investigations on this subject are being nducted and the results may be published at some ture date. THE IRON AGE © 3 Fluorspar and Basic Slags In basic open-hearth furnace practice, fluorspar (CaF,) is added to render the basic slag more fluid and it is very efficient. Different theories have been offered to explain the chemical reactions that take place to give the results noted. The following theory, offered by W. S. Hamilton, chief chemist of the American Steel Foundries, and located at Granite City, Ill, in a com munication to Metallurgical and Chemical Engineering, sheds considerable light on the subject: In adding fluorspar we add calcium which, as the oxide, would naturally give us a more basic slag, hence a thicker one. We also add fluorine, which we would expect to unite with silicon and pass off as a gas silicon fluoride. This removal of silicon would also naturally make the slag more basic, hence thicker. However, we know that the slag is made thin to a very great extent when small percentages of fluorspar are added. The amount of fluorspar necessary being very small, the actual addition of a little calcium and re- moval of a little silicon would really give no apparent results. The remarkable fluidity conferred by a small amount of fluorspar being added to a molten slag has suggested to me that the reaction may be a catalytic one, the fluorspar being only an agent. Reactions which I believe may account for the thin ning of a basic slag are shown in the following two simple equations, although no doubt more complex reac tions do take place. Silica reacts with fluorspar to yield silicon fluoride and calcium silicate. SSiG) 2CakF Sik ( Sid) Lime reacts with silicon fluoride to yield fluorspar and calcium silicate. CaO) + SIF, ‘ak CaSiod In the first equation the fluorspar reacts with the silica in the slag, giving us silicon fluoride (a gas) and calcium silicate, a fusible slag. Part of the silicon fluoride will escape, but a greater part will react with the lime, giving us our fluorspar again and more cal cium silicate, the fusible slag. This newly formed fluorspar will react with more silica as in the first equation, and the circle is repeated until all the silicon fluoride gas has escaped. In each reaction some silicate of calcium is formed, which is a slag with a low melt ing point, and the fluorspar has only been an agent to unite the silica and lime, either of which alone is fused with difficulty. Mechanical Engineers’ New Boiler Code On February 13 the council of the American Society of Mechanical Engineers accepted the report of the so ciety’s boiler code committee. This act marks the com- pletion of an undertaking begun 3% years ago. The history of the measure has been given in these columns up to and including the annual meeting of the Society in December. As a result of the discussion at this meeting an advisory committee of 18 members was ap- pointed to sit with the original committee in a final attempt to revise the code, and the fifth revision was begun on December 15, continued day and night for practically seven weeks, with a majority of the com- mittee in attendance at all of the sessions. At the meeting of the council mentioned it was de cided to consolidate the original and the advisory com mittees, and to continue the new body thus formed until the council should determine otherwise. It is planned to present the code at the spring meeting to be held at Buffalo in June, and it is expected that the committee will be made a standing one. It is planned to have the consolidated boiler code committee meet every year or two to revise the code, as advances in the state of the art may make necessary. In the boiler law enacted by the Wisconsin Legislature, which became effective Janu- ary 1, it was provided that the sections relating to new boilers should be those adopted by the American Society of Mechanical Engineers, which are embraced in part 1 of the new code. It is also expected that the code in part, if not in its entirety, will be the basis of enact- ment by the Indiana Legislature, which is now in ses- sion. one Theigreagre a iy + Age League, Aint: a spat geeh 2 se de wage Fa : 2a" = Soe 3 a —————— ‘ 4 | ; ' f ss slaestiiaa tee SS 398 VANADIUM STEEL RAILS Test of a 105-lb. Section Rolled for the Lacka- wanna Railroad Two 100-ton heats of vanadium steel rails were recently made for the Delaware, Lackawanna & Western Railroad by Pennsylvania Steel Company. The rails were rolled to the Lackawanna 105-lb. section. The heats were made to the standard com- position being furnished to the railroad, except for the addition of vanadium and the reduction of 0.10 to 0.15 per cent. in carbon. The vanadium rails were required to meet the same drop test requirements as to deflection and ductility prescribed for the standard Lackawanna rails, which call for a minimum and maximum de- flection on the first blow. The results of the tests, obtained from the American Vanadium Company, show that the vanadium rails with 10 to 15 points lower carbon than the rails without vanadium have about 40 per cent. higher elastic limit, or useful strength. These figures are shown in the accom- panying table, which gives the results for rails from two heats with the vanadium and two heats with- out, the physical characteristics showing the mini- mum and maximum values of elastic limit, tensile strength, elongation and reduction in area and also the minimum and maximum figures for the Brinell hardness tests. The vanadium rails show also greater hardness. | ' i Carb I Heat umbe! PRBRi ( rne! I ry ( f head wel Carbon, per ¢ t 0 7 0.4% Manganese, per ce 0.68 0.69 Chrome, per cent 0.25 026 Nickel, per cent 0.47 48 Vanadium, per cent 0.132 0132 Phosphorus, per cent 011 12 Sulphur, per cen n Silicon, per cent 0 Elastic limit, Ib. pe 1 S0,¢ Tensile strength, Ib | s 137.0 Klongatior 2 | 10 1Z Reduction area, per 1 Hardness, } ‘ ( THE IRON AGE February 1s 19); The records of the drop test showed t} the increased strength and hardness the y; rails gave the same deflection under the fi: and slightly better ductility. Eight test were made of each rail for tensile stren; eleven tests for hardness. An etched cros is here reproduced for both the carbon and the vanadium rails. The records may be taken : plementary to an account of the tests of car! vanadium steel rails rolled by the Cambria Stee! Company and published in The Iron Age of Oct 15, 1914. all Vanadium Steel in 1914 Locomotives Vanadium steel parts were used in 39 per cent in 491 of the 1265 locomotives built in 1914. T} an increase of 21 per cent. as compared with the responding ratio for 1913. These figures tak account all classes and weights. Considering only heavier locomotives, those weighing 225,000 lb. over, the number using vanadium parts in 1914 was 60 per cent. of the total, which, compared with 48 per cent. in 1913, is an increase of 25 per cent. Some of the roads which are extensive users of vanadium stee did not purchase any engines in 1914. and Ari American steel sheet piling is now being extensively used in India, says Consul General Henry D. Baker, of 3ombay, in Commerce Reports. It is replacing wooder timbering in supporting the sides of sewer trenches and it is said it may also come into much larger use ir building bridge piers, coffer-dams, reservoir work, et Open-Hearth Rails Compared 21168 27601 -28382 Corner Top of Corner Top of Corner Topot of head web of head web of head wet 0.56 0.57 0.66 0.64 0.63 0.88 0.72 0.72 0.67 0.66 0.64 0.65 0.12 0.12 0.24 0.25 0.24 0.24 03 0.34 0.46 0.45 0.45 0.4 0.168 0.169 i cise a 1013 0.012 0.019 0.019 0.020 O58 0.059 0.059 0.060 0.054 0.11 0.11 0.15 0.15 0.14 $7,000 59,000 ,6.000 0 0) 62,500 7,000 127,000 1 x 15,000 136,000 132.! Q g . 11 12 1 l 13 14 4 29 St 262 2 02 "S656 Sf -~ eee een Carbon Rail Etched Sections of Basic Ope Hearth 105-lb. Steel R Lils Vanadium Rail for the Delaware, Lackawanna & Western Railroad Fel cuary 18, 1915 Bevel Gear Roughing Shaping Machine , multiple-spindle bevel gear roughing shaping ine has been designed by Gould & Eberhardt, Newark, N. J. The principal function of the ma- e is to take care of the roughing or stocking of bevel gears preparatory to having them hed on a bevel gear