The Iron Age 1930-05-22: Vol 125 Iss 21

THE IRON AGE New York, May 22, 1930 ESTABLISHED 1855 VOL. 125, No. andling Heavy Materials HAT attempted shown this article the versatility materials- handling equipment and the way which one type doing certain class work may feed into another type handling the work somewhat differently. detailing briefly the various methods used handle materials large manufacturing plant, there idea that this system can copied directly the great group metal-working plants forming the backbone THE IRON AGE readers. other words, the article distinctly suggestive adaptations which may made within any given plant. indeed for- tunate that materials-handling equipment may thus made fit into almost any class manufacture. ORE than 100 acres floor space constitutes the area the manufacturing buildings the Eddystone plant the Baldwin Locomo- tive Works the Delaware River Pennsylvania. Intercommunication among these several buildings largely means standard-gage railroad trackage, which there are more than miles within the works. Further intercommunicating trackage con- sists narrow gage (24 in.), which the plant has about miles. Over 300 cranes are service, including the Large Machine Shop Adjoining the Locomotive Erection Shop Are Both Overhead Traveling Cranes and Almost Forest Jib Cranes, Handle Pieces and Off the Machines. foreground, electric overhead traveling cranes, overhead cranes with electric hoists and hand traverse, overhead cranes with hand opera- tion throughout and jib cranes. Some departments make extended use skid platforms, and electric lift trucks for handling them. This service entirely within doors, there provision for running the lift trucks from building building. Tote boxes various descriptions and uses are employed throughout the plant. Some them are big enough hold sev- eral tons steel scrap corresponding bulk rubbish. Others are truck moves parts from one department another. extreme right one the large tote boxes Rises oa - 4 | small enough trundled hand trucks. Between these two extremes the dimensions are various. For foundry work, particularly the brass foundry, there extensive system overhead suspended monorail for handling ladles metal, molds and other weights. There also most the buildings arrangement for transferring materials from one bay another, consisting principally short lengths track, either narrow standard gage, upon which trucks are operated. The latter may pushed dinkey engines Fordson tractors, occasion them. After being drilled, the edges are all planed requires. Sometimes they are hauled over crane operating through tackle the floor. other cases, especially with light loads, man-power moves them along the tracks, few feet. Motor-truck service considerable, particularly where material moderate weight has from one building another distance. The company operates five-ton trucks and maintains garage where these and other motor-driven units are kept repair. There distinct contrast between the methods here outlined and those which were vogue the plant the heart Philadelphia, now abandoned. Except required certain processes, there here practically vertical movement materials. Eleva- tors are not used; buildings are one story height, although some these stories are very high. Conse- quently, the materials are handled with minimum effort, minimum transfer from one piece equip- ment another, and, far possible, along straight lines proceeding toward definite end. 1518—The Iron Age, May 22, 1930 Generally speaking, materials are received one end shop and moved toward the other end, while being subjected the various manufactur- ing processes. Plates coming into the boiler shop, for example, first reach the lay-out gang. They are handled entirely overhead crane, being picked means hooks and rigs designed for this special purpose. From the lay-out station they are trans- ported, again crane, the drilling machines, where various holes specified diameters are drilled LANGE Shop, Where Cranes Most the Lifting. Some the lighter pieces are moved into and out the machines the manual use bars smooth surface and the bevel, handling again being overhead crane. Thence, the plates are delivered the bending rolls, where they are given the required curvature be- fore passing the riveting stations the way bay. Special short-span and short-run cranes serve the riveting machines the boiler shop, there being sep- arate crane for each machine. After this work has been performed upon the boiler shells they are placed upon railroad cars and shifted over the boiler erecting bay where the various inside and outside fittings, except for the tubes, are put place. this case, after the boiler once landed its position, not moved except turned over dur- ing the further progress this work. The various parts are brought it, however, either overhead electric crane means truck operated the floor and hauled perhaps Fordson tractor. Boilers complete, except for the tubes and for the outside lagging, are then sent standard-gage railroad cars = ERECTION AYOUT Baldwin Eddystone, Pa. Buildings designated letters are follows: office, seven stories; cafeteria; CC, pattern storage, with future bays; pattern shop; spring shop; hydraulic shop; smith shop; hammer shop; machine shop No. pipe and jacket shop; power house; machine shop No. power house and machine shop No. east smith shop; machine shop No. cylinder machine shop; frame machine shop (the building housing and 1800 ft. long); carpenter shop The Iron Age, May 22, 1930—1519 \ \\ | [] H \ \\ | \ \ / ff f | fi | if || P | \ Z - \ the locomotive erection shop some distance away. Meantime, engine frames and engine cylinders are being made, from the castings, the two ends re- spectively the large cylinder and frame shop. both cases the large castings are brought one end the shop department and again mostly means overhead crane, but there are standard-gage and narrow-gage tracks running into the shop and others for transfer from one bay the next. The furnace used for heating tires for shrinking the wheel center served overhead crane. The com- pleted ready their axles, they move from are then transferred one station an- the same crane other toward the wheel lathes for exit. far pos- final truing. sible raight-lin Alongside the entirely where journal boxes cranes. Hauling locomotives and for from one bay an- tenders. The over- other, however, head cranes this tracks, bringing the light loads handle part within reach and therefore the crane which Tender Cradle light cranes rapid next pick up. movement. They When Locomotive Cradle have rigs are completed they are transported, RADLE for Lifting Locomotives. (Left) form broad loops Three sizes are again railroad cars, the locomo- ive erecting shop for working into used, with capacities 70, 120 and 150 tons. Each made two styles, and adjustable height. forgings 0.40 per cent carbon steel normalized. right cradle for lifting tenders, capable handling 10.5 tons. This made one standard size and lifted means double hook the crane for picking the boxes, designed that each pair will fit over projections the box and lift complete locomotive. Forgings such purchased outside are made are not the smith shops lo- the boiler shop and the frame and shops. cated cylinder Handling largely means jib cranes, here together with over- head traveling cranes, with the ad- dition such trucks rails other- wise may re- quired for the dif- ferent parts. tote Large boxes are ployed here for the smaller pieces and other carrying de- vices em- for Driving Box, Made 0.40 Per Cent Carbon Steel Normalized. This carried special clevis fitting over the hook the crane. The wings catch over lugs the box, that hoisting easy readily and with- out danger drop- ping it. the plant similar rigs are employed for various purposes and are various types. Some are steel slings; others are spun yarn slings— the boiler shop, particularly while others special forms designed for the particular job hand. The spun yarn slings have the ad- vantage, for boiler work, that they will not readily slip the smooth boiler shapes materials when brought into being contact with rivet Both railroad cars and motor trucks are employed heads. All slings are inspected monthly and chain slings transport these parts, required, the locomotive erecting shop and the tender shop. Castings made the foundry are handled mostly with the overhead cranes, the size and shape the unit gov- erning the character the handling process such. cars are used for taking the largest units away from the foundry the machine shops where they are finished. Assembling Wheels and Axles HILE all this work the locomotive has been going forward the wheel and axle shop engaged making and assembling both the driving wheel units and the leading and trailing truck units. Handling here 1520—The Iron Age, May 22, 1930 and lifts are annealed yearly. This inspection rigidly carried out. Similar arrangements for handling materials are found the spring rigging shop, the brake equalizer shop and the various other shops making parts for the locomotive. The rod shop particular has veritable forest jib cranes for handling the rod blanks and completed rods and from the various machines where they are planed, bored, feed the erecting shop with the materials needed the course building the engines the large machine shop alongside, which the rods, pistons, link (Concluded page 1582) A 2: " - Alloy Steel Guns Cast Centrifugally With Mounts Welded Parts address that electrified his listeners, Major-General the Watertown Arsenal, Water- New and Rapid Process Making town, Mass., recounted the rev- Superior Guns olutionary progress that has been made recently the pro- duction guns. presented large number lantern slides Suited before about 800 members and proaching that the final gun. The steel melted Ajax- nace and poured into the rap- idly revolving mold, regu- lated speeds and temperatures, Molybdenum Alloy Steels Especially directly from the furnace itself, which transported the mold. The grade steel used molybdenum alloy steel, guests the Cleveland Engi- Cold Work Applied Hydraulic Pres- containing 0.35 0.40 per cent neering Society, the ballroom the Hotel Winton Cleve- land, Tuesday evening, May 13. sure Insures Better Properties carbon and about 0.40 per cent molybdenum. Occasionally small percentage vanadium was introduced Col. Gun Carriages Welded, Structural Frank Scott, chairman the board, Warner Swasey Co., Cleveland. His story how guns are now made centrifugally cast alloy steel, are cold-worked increase their physical properties and are mounted carriages and other apparatus built successfully welded members, instead steel cast- ings, was most interesting one. was told entirely run- ning comment lantern slides. Ease Mobility Cold-Working Gun Steel Improves Properties ENERAL DICKSON pref- aced his account with recital his familiar work the cold-working forged guns hydraulic pressure. Instead making built-up muzzle separate forgings shrunk each other, the Watertown Ar- senal, under the general’s direc- tion, succeeded some time ago taking solid piece steel, machining the proper size, and then cold work bringing its final shape. The one piece has properties superior the assembly separate forgings. cold-working, the one-piece muzzle gun sub- jected hydraulic pressure 120,000 Ib. per sq. in., that the interior bore diameter increased per cent, but the outside diameter only small amount, about 0.80 in. This process, carried out specially built apparatus, increases the elastic limit the steel. suitable heat treatment after this hydraulic cold working, the elastic limit still further increased. Molybdenum Steel Guns Cast Centrifugally ATER developments are sensational nature. present, some the smaller guns are being cast cen- trifugally special machine suitable shape, ap- Parts Checked X-Ray used. Removed from the machine heat above its recalescence point, the piece Supports for Guns and Greater properly heat treated. feature the centrifu- gally cast piece, emphasized General Dickson, the fact that the carbon content the inner bore higher than the outside the piece—a condition espe- cially desirable and easily rec- ognized ordnance men. Just why this segregation takes place was not explained. was also emphasized that the schims and other impurities collect the inside the hollow casting and are easily removed. The superior structure the was called attention and illus- trated. was stated that de- fects that unavoidably collect small measure the are easily machined off. The next step give the hydraulic cold-working treatment. The casting placed special container which, briefly, metal jacket, the dimensions which are those desired the finished gun. this point the gun subjected the same hydraulic expansion used formerly forged guns, with the same better physical proper- ties resulting. Advantages the New Process Are Many Advantages these new developments are many, said the general. particular possible make more guns less time this process and less cost—an important consideration time war. One casting ma- chine can produce least three guns while one being made the forging method. The excessive machining and boring necessary forgings largely eliminated and the physical properties the product are superior. There also less likelihood there being defects product thus made than from the older process. And the superiority over the built-up gun evident, his The Iron Age, May 22, 1930—1521 VF Wh 2 opinion. Several types and sizes guns have been made this process, said the speaker. Gun Carriages Welded Structures HEN General Dickson launched into the subject welding applied army ordnance, waxed enthusiastic. pparatus and rods, gun raldj iS¢ I proper welding a eral types are being produced built-up structural nembers joined welding, that the cumbersome and presented carriages are eliminated. screen many examples and described the advantages. But the role the X-ray this work was carefully plained. Perfection the welding process and reliabil- welded products are possible, said the lecturer, areful checking X-ray examination. wed several examples good and bad welds. art has been perfected that the army can now suppli ith light apparatus that not only reliable supporting guns action, but easily transportable wide territory. explained how, suitable struc- guns are being transported commercial trucks sired location. welded tractor equip- has been developed which, applied the six wheels enables easily negotiate the most difficult caterpillar equipment simple and yet can removed put any large com- With the ded supports car- various sizes types are ready for almost any terrain. y new wel triek LruckK. order prevent the fiber finished forgings from “running-out” the surface, and especially points depression, Champion Machine Forging Co., Cleveland, give many designs extra press operation round out the shape before placing the forging dies. With correct die design, and when the hammer men are trained exert great care placing this preformed stock the dies, detrimental rearrangement the flow lines fiber existing the original bar will — 522—The Iron Age, May 22, 1930 immediate action almost any locality. The contrast between this and the older artillery equipment was vividly pictured. questions were answered the general after the lecture. Asked why molybdenum steel used, the answer came back that the best alloy steel possible for the severe requirements that have met. The speaker pointed the excellent physical properties, par- ticularly the elongation and reduction area, revealed tests put the screen, including the tensile properties. Why Molybdenum Steel Preferred in whether any special welding process was used, the lecturer said: “By means—regular commercial equipment purchased, but the work must regulated the X-ray and the welders carefully trained.” Large High-Frequency Furnaces Used was explained reply another question that the largest gun made the centrifugal process weighed about 8000 lb. The capacity high-frequency electric equipment not yet large enough meet this demand, was pointed out, but General Dickson stated that large melting furnaces this type are order, 5000 and over, which will simplify such melting problems. The general stated that the one-piece, centrifugally cast alloy steel gun, hydraulically cold-worked, has come stay and predicted large things for “in the next war.” Fiber Forgings Controlled Extra Operation Reclamation Now Quite General—Sand Called Potent Hot Metal Penetrates the Mold steel foundrymen the annual convention the American Foundrymen’s Association Cleveland, May 16. There was but one technical session, which four contributed papers were read and discussed. Besides this there was round table luncheon and three shop operation courses. Some the main features these events are discussed the following paragraphs. was the main topic the various meetings rather unusual for steel foundry technical ses- sion absorbed the one topic—sand. Yet this was the situation this year. Usually some metallurgical melting process topics are introduced. Yet sand vital raw material successful steel foundry operations and the three papers presented were value. Reclaiming Steel Foundry Sand what extent old sand can recovered was dis- Pugh, Illinois Testing Laboratories, Chicago, paper “Reclaiming Steel Foundry Sands.” There are two ways which the steel foundry can reduce control the consumption sand: 1.—By reclamation 2.—By conservation Reclamation defined the recovery good sand from refuse waste sand; conservation, the removal undesirable material from sand before becomes contaminated that unfit for molding use. For such foundries not have reclaiming systems, the average consumption sand about 1500 new sand for each ton castings produced. The loss due mainly the effect high temperature metal poured into the molds, which breaks the silica grains, fuses some particles and destroys the active bonding material. Lack uniformity sand grains and variations the amount and distribution clay bond, the quality the clay, the amount water used and the temperature the steel when cast are reasons why sands burn in. The most important these uniformity and size grain. Two Reasons for Failures Reclaiming Mr. Pugh offers two main reasons for failures re- clamation: Lack proper attention condition sand when goes the reclaiming unit and lack equipment suitable for efficient removal detrimental materials. insists that properly reclaimed sand can used very large extent facing replace new sand and that, for large percentage steel foundries, sand that passes 20-mesh testing sieve and reclaimed 65-mesh sieve most desirable—also that, with the proper equipment, per cent high per cent former sand consumption can saved. Sand the Most Potent Variable paper from the pen George Batty, technical director, Steel Castings Development Bureau, Phila- delphia, always listened with interest. This time his subject was “The Most Potent Variable.” the course his work, Mr. Batty said, has investigate certain troubles producers light steel castings and has come the conclusion that approxi- mately per cent the defects, investigated, have resulted from some deficiency the mold rather than from any inherent shortcoming the metal. The molding sand is, therefore, the chief variable. Grain size very important, says the author. For green sand work the ideal grain shape sphere, and the more nearly the grain shape approximates the sphere, the more suitable the sand grain shape for green sand molding. grain size con- sidered undesirable because the effect small grains what normally would interstices between the larger grains. Factors Molding Sand Considered Molding sand factors that should considered are: Area covered bond; type bond; bond diluent; interparticle atmosphere; proportion water; ramming, density and mold resistance. binding, the practice Mr. Batty’s bureau use binders the bentonite type association (in some cases) with cereal binder. has been found quite practicable, says, use 100 per cent reclaimed sand the basis the facing sand mixture combining screening and pneumatic system for cleaning the sand after each cycle use. There valuable discussion Mr. Batty factors blows and pin-hole penetrations. has some inter- esting explanations the causes pin holes. the influence temperature upon the molding nedia, Mr. Batty says that, quite large castings, the pouring temperature may not safely below about 2700 deg. Fahr. and comparatively rare that the actual pouring metal from hand shanks bull ladles con- ducted temperature higher than 2950 deg. Fahr. difference deg. pouring temperature is, therefore, quite considerable proportion the operative fluid range steel for castings and the question sand con- The Age, May 22, Proper Sand for the Steel Foundry — trol tied with the question temperature control metal. Metal Penetration Molds PAPER that elicited general commendation was “Notes the Behavior Sand Molds Steel Foundries,” Paul Goodale, chemist, Commonwealth Division, General Steel Castings Corporation, Granite City, Attention called the importance the character- istics and properties core surfaces when casting steel against them. oxide slag formed when the incan- descent metal the surface the casting burns con- tact with the air. This slag, being very fluid pouring Pugh George Batty temperatures steel, penetrates readily between the sand grains open core and forms some iron silicate action with the sand. dry sand cores some the oxide reduced back iron, forming mass magnetic material. attacking the problem that confronts those who cast steel against sand, had been thought that the sand was not refractory enough and much time and effort were spent obtain more refractory mixtures. Mr. Goodale suggests that oxide formation and action should not overlooked attempts solve such problems. Spraying metal close core surfaces, exclusion air, displace- ment with inert gases and oxidizing agents incorporated sand mixtures (because higher oxides adhere less tenaciously than does ferrous oxide), are some the expedients which suggest themselves the author meriting investigation. Steel Foundries Australia interesting exchange paper from the Bureau Steel Manufacturers Australia entitled “Steel Found- Clark, Newcastle, W., Australia, was presented title. Foundries that country are almost entirely en- gaged jobbing work for mines, quarries, tramways and railroads. Discussions the discussion that followed these papers the con- sensus opinion seemed that too much impor- tance likely attached small sand fines. This was the statement Melmouth, Detroit Steel Cast- ings Co., Detroit, who recently came from England and 1524—The Iron Age, May 22, 1930 whose reputation steel foundry practice well recog- nized. One must study the mechanism the action sand apart from its ability hold. Wastage sand years ago was large; then hand screens were used reclaiming some sand. quite easy use reclaimed sand, said Mr. Melmouth; technologically sound, but there are practical difficulties. The quantity facing sand important but this only part the solution. mechanism scheme control the egress gases from behind portion the mold advisable and desirable. The finer the sand, the better the casting, said Bull, director, Electric Steel Foundries’ Research Group, Chicago. Fines molding sands are often destroyed binders and not fine grains sand. agreed the influence fines—not the total quantity but the nature them. mold with hard face and with increasing permeability away from the chilled mold surface what desired. was suggested Dierker, Ohio State Uni- versity, Columbus, that the peeling off sand from steel casting under proper conditions due largely contraction the sand itself and anything that will aid this contraction desirable. Testimony from Wilson, Wheeling Mold Foundry Co., Wheeling, Va., was the effect that the closing the surface the sand like ingot desirable. his plant per cent the output large steel rolls, and there often much trouble with steel entering the sand the mold, illustrated Mr. Goodale’s paper. often necessary machine off sand from the surface alloy steel rolls. Round Table and Shop Operation Discussions VER 100 steel foundrymen attended the round table luncheon the Hollenden Hotel. was presided over Corbett, Fort Pitt Steel Casting Co., McKeesport, Pa. Here again sand was the main topic. Some the sub- jects considered were mold washes, green sand mixtures that not require skin drying, sand control small foundry, sand preparation and its relationship surface condition castings and on. representative large foundry said that new sand used all his plant. Reclamation old sand complete and successful and the foundry’s output runs into large tonnages. successful equipment used. In- fluence hot sand was discussed and was agreed that all hot sand must cooled before use, proper results are realized. All the three shop operation courses steel found- ing were well attended. One was devoted chipping, grinding and riser removal, another core room practice and the third practical aspects heat treating, but most the discussion was academic and instructive character. “Battledeck Welded Floor Construction” was described Lee Miller, chief engineer, American Institute Steel Construction, before the American Welding Society New York April. This method welds plates the top flanges steel floor joists, and makes the whole floor panel act unit. Notable savings dead weight and head room have been predicted and attained those structures where has been utilized, notably large school, garage and bridge. Studies made Bethlehem Steel Co. indicate that costs erection open-hearth floors this sort art about the same for welding for riveting; two plants erected soon the saving will come from eliminating the necessity punching and countersinking 350,000 rivet holes the plates. Authors Papers Foundry Sand | | Use Nickel Ferrous Alloy Gains Sales Steel Makers Gained 434 Per Cent Six Years—Ni-Mo Steels Recent Development Benefits Cast Iron CHARLES McKNIGHT* known, connection with ordnance and armor. effort was made the producers sell nickel prior the beginning the last decade because the demand for military purposes equaled the supply. During the war, however, the demand was quickened such extent that production was doubled and redoubled that the armies and navies the world could procure alloy steel not only for their weapons and defense but also for the automobiles, trucks, aircraft, tanks, etc., that were equally necessary the prosecution the war. the conclusion hostilities was unhappily ap- parent that there was large production nickel with market except the automotive field, which was itself slough despond. The average monthly sales nickel 1919 were little more than one-tenth the sales November, 1918. Nickel was drug the market and the outlook was gloomy indeed. development nickel steels was, well Facing such situation, was necessary initiate intelligent program aimed, first, cultivate and reculti- vate industries where nickel was already established and, second, open new fields which nickel had not been used, the end that the collapse single great indus- try, such the automotive, would not fatal. Nickel Steels Now Widely Used HAT this effort has been successful demonstrated the growth the use nickel steels. From 1923 the present the steel production this country in- creased 22.46 percent. Production alloy steels increased, the same time, 65.88 per cent. But the production *Abstract paper read before American Iron and Steel Insti- tute, New York, May nickel alloy steels, gaged the only authoritative index, sales nickel steel makers, increased 434.45 per cent. This success tribute the consumer nickel well the producer. Today nickel steel, may truthfully said, the most used alloy steel well the oldest. This preponderance great part due two characteristics that make the element, nickel, almost unique among alloys for iron and steel. First, nickel alloys with iron all proportions; second, there loss the metal oxidation during melting processes. This latter fact renders the manufac- ture nickel alloy steels more exact and more economical, less alloying material initially used and eventu- ally the nickel scrap, crop ends, can fully recovered remelting. Nickel, once purchased, never lost. Nickel used for alloy steel making either alone combination with other alloying elements, such chro- molybdenum, vanadium and manganese. Most the alloy steels are nickel-bearing and idea the widespread use nickel steel the automotive industry can gained from the fact that every automo- bile uses some nickel steel, the amount running from 1500 per car down few pounds. Ni-Mo Steels Recent Development The only recent development structural automotive steels that nickel-molybdenum steels. Molybdenum, its value alloy recognized during the war, confers desirable properties steels and ideal companion- alloy nickel. Some four five years ago the largest manufacturer roller-bearings began use molybdenum carburizing for his product and DUCATED the Lawrenceville School New Jersey and the University Pittsburgh, Charles McKnight first became associated with the steel indus- try when years old sample boy the Midland Steel Co., Pittsburgh, dur- ing summer vacations. Employed various times several steel companies the Pittsburgh district, left the Carbon Steel Co. works manager 1922 with the International Nickel Co. the inception its program broaden the commercial uses nickel. became identified with the development work alloy steels and still that work. regards his most creditable per- formance the development nickel steel for boilers and low-carbon-nickel forging steel. served France with the American army from 1917 1919. His last rank was major field artillery. was born Sewickley, Pa., family long identified with the steel industry. The first iron produced west the Allegheny Mountains was made ancestor who owned the first foundry Pittsburgh. the author various papers before technical societies and member leading American technical associations. The Iron Age, May 22, 1930—1525 > : — ~~ PRODUCTION WORLD NICKEL SHORT TONS 15,000 } BEGINNING CANADIAN PRODUCTION WORLD ANNAPOLIS ARMOR YEAR ime the use the nickel-molybdenum chrome-molybdenum steels became widespread automotive world. Aviation, child the automotive industry, adopted nickel steels almost its entirety since such steels are the construction over per cent aircraft motors. Such vital parts crankshafts, connecting-rods and piston-pins, valve push-rods and rocker-arms are made from heat treated nickel steels and, addition, the inder heads and pistons are often aluminum-nickel alloy having high strength combined with low weight and rapid heat transference. Transportation offers the greatest field for alloy steels because strength coupled with lightness and reliability imperative. Yet until recently the railroads have lagged adopting such steels. One the most interesting and perhaps one the most important the newer develop- ments the use nickel steel for boilers. The present tendency toward higher boiler pressures has made the urn other materials than carbon steel for construction. 1926 the Canadian Pacific Railroad adopted nickel teel for boilers, and succeeded increasing the boiler pressure per cent without any increase weight. The steel employed, per cent nickel steel with minimum tensile strength 70,000 lb. per sq. in., was approximately per cent stronger than carbon steel, and therefore the factor safety, spite the increased pressure, was actually higher than before. Two Reasons for Use Nickel Steels Nickel steel preeminent this field for two reasons. First, the characteristics steel room temperatures and boiler temperatures are very different. boiler tem- nickel steel stronger, has much higher im- 1526—The Iron Age, May 22, 1930 pact strength and resists embrittlement much better than other steels. other words, not subject the dread “blue brittleness.” Second, boiler plate per low-carbon material and nickel, not being dependent carbon for its alloying qualities, confers higher properties low-carbon steel than any other alloy. Nickel Railroad Steels the development locomotive parts the tendency has been toward higher and higher tensile strengths. For forgings wrought iron with ultimate tensile strength about 45,000 per sq. in. was originally used. This later gave way carbon steel with strength 75,000 lb. per sq. in. and carbon steel, turn, has quite generally given way alloy steels with tensile strengths 90,000 lb. per sq. in. higher. the strength the steels employed has been progressively raised, has the carbon content. Wrought iron, course, contains comparatively little car- bon; the forging steels today run the neighborhood 0.45 0.50 per cent carbon. has perhaps been nat- ural reason that, failures occur with one material, stronger material indicated. This logic can ques- tioned. seems that too much attention has been paid strength and not enough the characteristics which indicate toughness. The practical limit strength, how- ever, has now been reached for normalized forgings. matter what alloy used, not possible greatly increase the strength over that now being attained. this dilemma recourse was had the other extreme, and comparatively low-carbon (0.15 0.30 per cent) nickel steel was introduced the railroads and now being widely used material for stressed forgings locomotives. Such material will have slightly lower ulti- mate tensile strength but the toughness, indicated the elongation, reduction area, and resistance impact, greatly increased. Impact values are illuminating. The Izod value this steel averages about ft.-lb. against the average about ft.-lb. for alloy steel forg- ings higher carbon for the same purpose. This steel peculiarly suited for axles and crankpins. Heavy Forgings Need Nickel brief word heavy forgings. was this field that nickel steel first demonstrated its superiority and this field still standard. regards composition, the nickel and nickel-chrome are being supplemented the newer nickel-molybdenum steels. The heat treatment these forgings, which was formerly either annealing treating the quench-and- draw, now giving way the normalizing treatment very largely, although there are still large number forgings which are best treated quenching some liquid medium. Nickel Benefits Cast Iron ANY years ago experiments were carried with nickel cast iron but results seemed indicate that nickel was detrimental iron. Eventually, the effects nickel cast iron were investigated thoroughly methods and was found that the apparently bad results obtained with nickel were due the complex nature cast iron and the failure recognize the effect other elements when nickel was added. Since these investigations the use nickel cast iron was literally grown leaps and bounds and even 1929, after several years phenomenal growth, increased 100 per cent. The breadth the field for nickel cast iron indi- cated such examples use automotive cylinders, brake drums, drawing and stamping dies, steel mill rolls, locomotive cylinders and piston rings, machine tool cast- ings, Diesel engine parts and aircraft motor cylinders. One the largest castings yet made alloy cast iron was the large bell blast furnace. | | | | | | | ; 40,000 4 4 4 4 4 4 30,009 | 4 + + + 4 + + | 20,000 ; + + + 4 4 | | [Properties bestowed cast iron nickel additions are discussed this point. chromium are included. the nickel and chromium content raised and cop- per added (nickel-copper-chromium), cast iron will become austenitic, non-magnetic and resistant corro- sion. Such iron used generally where corrosion- resistant cast iron desired, for soil pipe and chemical apparatus. also used some extent for castings which must non-magnetic. Nickel and Corrosion-Resistant Steels produce steel that truly resistant corrosion, metallurgists have been working for years. Some years ago laboratory experiments indicated that steel con- taining about per cent chromium exhibited certain “stainless” properties. These steels were fairly high carbon, about per cent, and they were first devel- oped for cutlery and similar purposes. The next step was reduce the carbon low pos- sible, that the alloy was really chrome-iron rather than chrome-steel. This material was soft and ductile and not dependent for corrosion-resistance the same degree either heat treatment finish, though was still imperfect this respect. The latest step was add substantial proportion nickel the alloy and today the preponderant tonnage ferrous corrosion-resistant materials the chrome-nickel-iron type, containing generically about per cent chromium and per cent nickel. The use nickel for corrosion-resistant materials expanded 400 per cent 1929 and the production thus far 1930 indicates similar increase this year. Some pre- dict that all engineering structures, such building etons, bridges and ships, will built these steels. Whatever the future may be, certainty that chro- mium, nickel and silicon constitute the triumvirate alloys that confer corrosion-resistance iron and and that the tendency toward higher and higher nickel ratios. Discussion JOHN MATHEWS, vice-president and metal- lurgist, Crucible Steel Co. America, New York, commented those sections Mr. McKnight’s paper that had with heat-resisting alloys. said that, addition nickel and chromium, silicon formed the third member triumvirate alloying elements responsible for many useful steels, which nickel was sometimes first importance and sometimes chromium. contradic- tion much published opinion, years experience with corrosion and tarnish-resistant alloys proved that silicon useful addition. Silicon-chromium-iron alloys are commonly used, for instance, for valves for gas en- gines; silicon-nickel-irons are also excellent for certain special services. Comments present-day trends strong structural steels were presented Rys, assistant presi- dent and metallurgical engineer, Carnegie Steel Co., Pittsburgh. Prior the war, the structural engineer borrowed the experience the ordnance expert, and found the per cent nickel steel most reliable material for big bridges. may easily made yield point 50,000 lb. per sq. in., and has good ductility sections rolled. About 50,000 tons has been absorbed civil engineering structures since 1905. still remains one the first steels where maximum ductility and resist- ance shock and alternating stresses required. During the war, however, nickel was scarce and expensive, and cheaper high-strength material known silicon struc- tural steel was developed. has turned out more STEEL INGOTS AND CASTINGS CONSUMPTION NICKEL POUNDS TOTAL ALLOY STEEL INGOTS AND MILLIONS OF GROSS TONS 1917 2 1921 1922 1923 }— 1924 1925 1926 1927 1928 2 YEAR Relation Between Nickel Consumption and Output Alloy Steel United States economical material for bridge building, and since 1915 approximately 150,000 tons has been used, 40,000 tons going into the Sidney Harbor arch alone, and another large tonnage into the towers the Hudson River sus- pension bridge. For similar reasons expense, eye-bars heat-treated medium-carbon steel have largely replaced nickel steel for tension members where weight must conserved. still later development the per cent manganese steel containing 0.10 0.30 silicon, which possesses similar physical properties the per cent nickel steel (both the as-rolled condition) and may produced considerably lower cost. being used the long arch across Kill Van Kull, Staten Island, The extraordinary toughness per cent nickel steel was emphasized John Cox, assistant presi- dent, Midvale Co., Nicetown, Philadelphia. the early days operation, many serious accidents the New York subways due broken axles were narrowly averted. The trouble was entirely overcome the use 3.25 per cent nickel steel with carbon below 0.15 per cent, forged, oil quenched and tempered, which gave the following aver- age test properties: ultimate strength, 72,000 lb. per sq. in.; proportional limit, 51,000 per sq. in.; elonga- tion, per cent; reduction area, per cent. The Midvale Co. has also made many shafts for gyratory crushers this material, well camshafts for stamp mills. has worked for months where stronger alloy steels have failed day. Large forgings, however, must made with many precautions trouble avoided. Mr. Cox, while agreeing that the per cent nickel steel was excellent boiler material for the largest present locomotives, and has great resistance the development “age brittleness,” believes that will not particularly suited higher superheats, because disappointingly weak more elevated temperatures. Notes other alloys for high temperature duty were given. also contested Mr. McKnight’s statements about the preeminence alloy iron rolls, citing the large and growing use hardened alloy steel rolls cold roll- ing and strip mills. The Iron Age, May 22, 1930—1527 | 70.0 | | 15.0 + - + + —+ T - + | | 4 | | 0.7 — + + + + + + + + + | os +++ + 4 + 1 + 4 4 0.3 | + fe +4 + + + + + + + 4 + + + — Pal 0.18 4 + + + + + + +--+ Formation Zinc and Alloy Layers During Galvanizing Process DR. HEINZ BABLIK* OME idea how these different layers are pro- duced given Fig. kettle filled with zinc, half the surface covered with flux. When the pickled sheet introduced into the molten through the flux, the flux first evaporates the water and the re- mainder the pickling bath which still the surface the sheet, besides dissolving any iron salts iron oxides which may still there. into the molten zinc. Then the sheet comes soon the iron sheet has reached the temperature the molten the zinc, which the moment en- trance congeals, becomes again molten the immediate neighborhood the iron and diffuses into the iron. course, the temperature not very high, the diffusion velocity not very high either, and the diffusion layer does not become very thick. The next step that the iron becomes dissolved the molten zinc much the same way sugar when dipped into water. The main difference *Vienna, Austria Base Steam Dross that the product this dissolution not liquid, but, the contrary, solid. may note from the diagram the zinc-iron alloys, the crystals formed this way have much higher melting point than the temperature the zinc bath. may therefore happen that the crystals formed this manner remain part fixed the iron base. course part these reaction products will sink the bottom the kettle, forming accumulation the well- known hard dross. this way, therefore, the layer the coating formed. This layer has not, course, always the same composition. The reason that the quantity pure zine remaining the crystals formed this way varies. The composition the crystals corresponds the formula section through hard dross, showing these crystals. there other explanation the way these crystals could get there, the simplest way assume that they Fig. 7—Showing How the Different Layers Are Produced Fig. 8—Cross-Section Through Hard Dross, Showing the Crys- tals (Much Magnified) Zinc 1528—The Iron Age, May 22, 1930 Fig. 9—Crystals Zn; Found the Molten Bath Fig. 10—Crystals Similar Those Fig. Are Found the Outside Layer the Zinc Coating Fig. 12—Layers Zinc and Alloy Intermingle Dove- tailed Fashion (above) Fig. 13—What Happens the Several Strata When Coated Fig. Thicknesses Coating. Pure zinc mini- and intermediate are formed reaction between the solid iron and the molten zinc. After the formation these layers follows that the outmost layer, named Fig. This layer consists zine exactly the same composition that the molten bath. When the sheet leaves the bath covered with the zinc the kettle. this pure, the outside layer also pure, and vice versa. there is, may happen sometimes, unusual amount iron the zinc bath, can find the crystals which are found the molten bath. microscopic section such bath shown Fig. These crystals can found also the outside layer the zinc coating, shown Fig. 10, microscopic section, published Walker.* Thick Coatings vs. Thin Coatings will consider the matter thin thick coating. Leaving aside the layer which can better regarded part the iron base, there are the two layers and the alloy layer and the pure zinc layer, which come into consideration when dealing with the coating. The three views Fig. show that the term “thick coating” not very apt one. All three illustrations show more less thick coatings, but each case the thickness different nature. Fig. shows coating which the iron-zinc alloy layer remarkably thick, and the pure zinc layer thin, that there seems pure zinc layer all. Quite the con- trary shown Here cannot detect any iron- zine alloy layer all, but, the contrary, very well- developed, thick, pure layer. find both iron- alloy and pure layers considerable thickness. From the above appears that not sufficient characterize coating its weight the unit surface. must the same time show microscopic section the coating, name the thickness the alloy layer, stating the percentage iron the coating. *Journal Industrial and Engineering Chemistry, 1912, page 397. Sheet Sharply Bent. the iron base, the alloy layer, the hard zinc layer and the pure zinc outside layer (at right) The style thick coating above described 1lc the one most frequently found and the cause fol- lows: When conditions galvanizing are such pro- duce thick iron-zine alloy, this alloy layer generally not even, but looks like range rugged mountains. Some crystals protrude like the tops the mountains, and between them there are deep gullies. course, there such uneven foundation for the pure zinc layer, may need large quantity pure zinc fill the inter- stices. The more pure zinc that filled into the interstices the foundation the more will fixed the latter. Fig. these conditions are clearly shown. see what way these two layers are dovetailed into each other, and can understand that general thick iron-zinc alloy layer will accompanied thicker pure zinc layer also. examine Fig. 13, which schematic drawing through galvanized coating, what follows will not difficult understand. the main only two the layers are deformed, and the behavior the whole coating during bending function these two layers. The outer layer consists mainly absolutely pure zinc, and its thickness general more than 0.1 mm. (0.004 in.). Imagine pure zinc sheet thickness 0.1 mm. one even slightly acquainted with the qualities zinc would doubt that pure zinc sheet this thickness could bent the way shown Fig. 13, without any defect break occurring the sheet (film). Alloys Responsible for Trouble Looking now the iron-zinc alloy and remembering that the composition this layer does not differ much from hard dross, one the least acquainted with galvaniz- ing could doubt that this layer, the slightest bending, would break and destroyed. The good bad bending qualities sheet can reduced very simple formula: there only very small alloy layer, or, better still, none visi- ble all, can sure having coating good Fig. 14—Differing Thicknesses Alloy Layers. The figures represent weights grams for in. sheet, the upper figures being for the zinc coating and the lower for the iron-zinc alloy 1,128 1,388 1,144 1,464 1,800 178 327 352 617 The two first will not break bending; the third can bent over mandrel 1.5 the fourth, 2.5 mm.; the right hand one, mm. The Iron Age, May 22, 1930—1529 | 15—Friable Coating Formed Much Zinc Oxide (at Left) the contrary, where the iron-zinc are expected, whether this alloy layer alloy layer any noticeable degree, good bend- even uneven. good example the above found Fig. 14, several coatings are shown which the iron-zinc layer differs extent. the thickness the lloy layer increases, the bending qualities decrease. course the above rule, like all rules, not with- exceptions. Therefore may happen that there not iron-zine alloy layer found than that shown Fig. 15. Nevertheless, this coating could not any way without being broken. The cause breaking this case that the pure zinc layer was formed zinc bath which contained very high per- centage zinc oxide. Owing this fact, the metallic cohesion the pure layer was often interrupted the zinc oxides that the pure itself acquired inferior bending qualities. course, there may other exceptions the above rule. Notwithstanding this, has such high value that, knowing it, are well the way obtaining coat- ings good bending qualities. Two views Fig. show the microscopic section peeled-off coating. This indicates clearly that the break Fig. 18—Showing Influence (Right) Dipping Temperature, Deg. (First Line Figures). The second line shows weight grams the zinc coating sheet in.; the third, the weight the iron-zinc alloy layer 435 460 480 1,370 1,830 2,120 426 680 752 530—The Iron Age, May 22, 1930 Containing Fig. 16—Sections Peeled-Off Coat- ing, Showing that the Breaking Oc- cured the Iron-Zinc Layer takes place the iron-zine alloy declared above, the iron-zine alloy layer and pure zinc layer are firmly fixed each other that they peel off together. The break the galvanized coating bending takes place, there- fore, either the alloy layer itself between this layer and the diffusion layer Avoid the Alloy Layer obtaining galvanized coatings good bending quali- ties the matter now really quite simple, for resolves itself into nothing else than the production coatings containing iron-zine alloy layer. That such coatings tect the iron long enough, against atmospheric attack, have already learned from Fig. 11. There does not seem, either, much difficulty finding way producing coatings containing iron- alloy, very small one. need only remember that these iron-zine alloy crystals forming this layer are the reaction product the dissolution attack the molten zine the solid iron. avoid this reaction product there is, course, other way than diminishing the intensity this dissolution reaction much possible. the main there are three possible ways doing this, which, employed all the same time, will produce galvan- Fig. 17—Showing Influence (Left) Dipping Ti