Search Documents

By W. E. Anderson, T. M. Brady

As part of a larger study to identify factors influencing the practical operating life of wire rope used on large draglines in surface coal mining, field trips to operating surface coal mines were made during late 1975. Wire rope performance information was obtained from personnel at 13 mine sites west of the Appalachians. Seventeen pieces of equipment, utilizing bucket sizes ranging from 30 to 220 cu yd (23 to 168 m), were documented. Draglines at large US surface coal mines can be represented as 120 machines having 60-cu yd (46-m3) buckets, moving 1.8 x 10[9] cu yd (1.4 X 10[9] m3) of overburden during 6650 hours of productive availability per year. Based on the limited field study, the calculated downtime resulting from rope-related causes averages 105.6 hours per year for each typical 60-cu yd (43-m3) dragline. The total loss in production from this source alone is thereby estimated at about 25 X 10[6] cu yd (19 X 10[6] m3) annually.

Jan 11, 1979

By William L. Fink, Dana W. Smith

In parts I1 and II2 of this series, there were presented results of investigations on the age-hardening of an aluminum-copper and an aluminum-magnesium alloy. It was shown that the simple precipitation theory of hardening3 adequately explained the aging phenomena, including certain so-called "anomalous" behaviors which had caused other investigators to reject or modify the precipitation theory. However, these papers did not discuss the double aging peaks, which have been stressed in recent articles by Dr. M. Cohen4 and Dr. M. L. V. Gayler.6 The present paper is devoted to an explanation of this "anomaly." Fig. 1 is a generalized schematic representation of aging curves at different temperatures. Curve A corresponds to the aging at the lowest temperature, and D at the highest temperature. Certain previous investigators have explained curve A and the initial peaks

Jan 1, 1938

By William L. Fink, Dana W. Smith

In parts I1 and II2 of this series, there were presented results of investigations on the age-hardening of an aluminum-copper and an aluminum-magnesium alloy. It was shown that the simple precipitation theory of hardening3 adequately explained the aging phenomena, including certain so-called "anomalous" behaviors which had caused other investigators to reject or modify the precipitation theory. However, these papers did not discuss the double aging peaks, which have been stressed in recent articles by Dr. M. Cohen4 and Dr. M. L. V. Gayler.6 The present paper is devoted to an explanation of this "anomaly." Fig. 1 is a generalized schematic representation of aging curves at different temperatures. Curve A corresponds to the aging at the lowest temperature, and D at the highest temperature. Certain previous investigators have explained curve A and the initial peaks

Jan 1, 1938

By William P. Blake

The ancient city of Guanajuato, the capital of the State of that name, has been built up and sustained chiefly by the milling industry based upon the veins of the Veta Madre and La Luz. It is distant about twelve hours, by rail, from the City of Mexico. Its elevation above the sea is about 6300 ft., and it has a salubrious climate. The population, at the date of my visit in 1891, was estimated at from 80,000 to 100,000 persons. The place is justly celebrated for the antiquity, depth and extent of the mines, the magnitude of the deep shafts, and the enormous total yield of the district in silver and gold, which is comparable with that of the Comstock Lode in the United States. Several important public institutions are located at this center. The State office for the records of claims and of the statistics of mining and production is known as the Deputacion de Mineria. The Mining College, with its fine collection of ores and minerals from the mines of the region, is highly interesting to mineralogists. A mint for the coinage of silver, but not of gold, coins from four to twelve millions of' silver dollars annually. The silver received at the mint is melted in an open-hearth furnace, and is ladled out and cast into long and thin bars, which are rolled down to the proper thickness for the blanks. The bars contain some gold which is not parted. There is an export of dore bars to Germany, amounting in value to from $1,000,000 to $1,500,000 annually. There were, in 1891, upwards of forty reduction-works in and about the city where the silver ores were treated, chiefly by the ancient patio method. In these works were 65 Chilean mills, 301 arrastres of large size, and 936 of smaller dimensions. There were 36 steam engines, but mule-power was generally used at the ar-

Jan 1, 1902

By R. C. FLEMING

MINING rock asphalt for use as a paving material is an industry which has grown with the spread of the good roads movement. "Mineral Industry During 1930" reports asphaltic pavements constructed, including maintenance and repair but excluding pavement constructed with road-oil, cut-back or emulsified asphalt, as grown from 23 million square yards in 1911 to a high of 144 million in 1927. In 1930 the same source reports 106 million square yards of such paving laid and, in that year, 664,871 tons of native rock asphalt were so utilized. Many states contain rock asphalt deposits of greater or less importance but in only a few places are the de¬posits being mined commercially. In the year cited Ken¬tucky produced 305,024 tons of bituminous sandstone, Texas 270,138 tons, mostly bituminous limestone, while Alabama, Oklahoma, California and Utah produced 89,709 tons of bituminous rock for road construction. In addition Utah produced 37,906 tons of the purer asphaltic products, gilsonite, wurtzilite and ozokerite, for other uses. Speaking generally, the rock asphalt is a sandstone or limestone naturally impregnated with asphalt to an extent that makes it an ideal road surfacing material without mixing or treatment other than crushing. The asphalt content of the commercial product runs 8 to 12 per cent.

Jan 1, 1933

By A. Werenfels

After discussing the geology of the Limagne, the surface indications of petroleum, and the recent exploration, the author states that none of the wells were properly located and that oil possibilities of the Limagne have not been adequately tested. NO PETROLEUM, in commercial quantities, is found in France except the small production of the Pechelbronn field (Fig. 1) in Alsace, which produced 75,000 tons in 1923; therefore the test of the petroleum FIG. 1.-KEY MAP. prospects of the Limagne is most interesting. Under the superintendence of M. Termier, chief engineer of the French mines, a well near Crouelle (Fig. 2) was drilled in 1921 to a depth of 856.3 m. (2808 ft.); at different depths favorable showings were encountered. The well, however, was abandoned because of drilling difficulties. A second one is now being drilled near the same place.

Jan 12, 1924

By E. C. Harder

In view of the gradually decreasing known reserves of high-grade manganese ore and the rapidly increasing consumption of iron-manganese alloys in the steel industry, it is well to turn our attention to the development of low-grade manganiferous ore deposits and to the utilization of these ores in steel manufacture. The dependence of this country on imported manganese ore and ferromanganese has been forcibly brought to the attention of steel makers during the last few years by the cessation of manganese-ore imports from Russia, the restriction of manganese-ore imports from India and of ferromanganese imports from Europe. Should the importation of manganese ore from Biazil cease, the steel industry of this country would face a serious situation. The present practice of steel making requires ferromanganese in large quantities and ferromanganese of the grade used at present can be produced only from high-grade manganese ores such as the United States appears to possess only in insignificant amounts. There are in the United States, however, large reserves of manganiferous iron ore which could probably be used extensively in the steel industry if certain changes in the practice of steel manufacture were made. Thus high-grade manganese ore could be conserved. Among the most important deposits of manganiferous iron ore in this couniry are those of the Cuyuna iron-ore district of Minnesota. It is probable that in case of restriction of foreign supplies, the users of manganese in the United States would have to rely to a large extent on the Cuyuna district to make up the shortage. Manganiferous iron ore was found in association with iron ore in the Cuyuna district in many of the early drilling operations and the possibility of its utilization was in the minds of various explorers in the dis-

Jan 1, 1918

By G. Stuart Jenkins

Conditions at the properties of the Consolidated Coal Co. had reached a point where improvements were almost impractical. The mines, sunk years ago, had shafts and entries so small as to preclude the use of large mine cars. A radical change was necessary in the type of mining and also in the type of mine to accommodate such haulage units. After due consideration, the company decided to enter the field of trackless mining, utilizing belt conveyors and chain-flight conveyors, the belt conveyors to take the long haul, and the chain-flight conveyors to be used for gathering. It was decided not to sink a shaft, hut to drive a slope on an inclination of 17½°, which the company believes to be about the limit on which coal can be carried on a belt without rolling back unduly. Sinking the Slope It was decided, in sinking the slope, to make an opencut until rock was reached, which was some 65 ft. below the surface, and then to drive the slope through an inclined tunnel from that point. In making the open-cut, the schedule called for the removal of about 25,000 cu. yd. of clay, holding the banks on an inclination of one and a half to one, the thought being to make this cut in a minimum of time, put in a reinforced concrete slope, and then back-fill. Difficulty was experienced because the clay was of a sort that was called "subsiding base" material by contractors visiting the job. In other words, a "squeeze" occurred, the pressure causing the floor of the cut to move up just as it does in many mines where the coal is underlain by thick fire clay and inadequate pillars have been left. It was necessary to move the waste banks back from the edge of the cut 700 or 800 ft., and even then the floor could not be controlled, the result being that almost 100,000 cu. yd. of clay was handled before the rock was reached. A concrete slope was then rapidly constructed, using 95 tons of special-shaped reinforcing iron. The floor of this slope was made 30 in. thick at the bottom, and 17 in. thick at the top, the sidewalls being 18 in.

Jan 1, 1940

By G. Stuart Jenkins

Conditions at the properties of the Consolidated Coal Co. had reached a point where improvements were almost impractical. The mines, sunk years ago, had shafts and entries so small as to preclude the use of large mine cars. A radical change was necessary in the type of mining and also in the type of mine to accommodate such haulage units. After due consideration, the company decided to enter the field of trackless mining, utilizing belt conveyors and chain-flight conveyors, the belt conveyors to take the long haul, and the chain-flight conveyors to be used for gathering. It was decided not to sink a shaft, hut to drive a slope on an inclination of 17½°, which the company believes to be about the limit on which coal can be carried on a belt without rolling back unduly. Sinking the Slope It was decided, in sinking the slope, to make an opencut until rock was reached, which was some 65 ft. below the surface, and then to drive the slope through an inclined tunnel from that point. In making the open-cut, the schedule called for the removal of about 25,000 cu. yd. of clay, holding the banks on an inclination of one and a half to one, the thought being to make this cut in a minimum of time, put in a reinforced concrete slope, and then back-fill. Difficulty was experienced because the clay was of a sort that was called "subsiding base" material by contractors visiting the job. In other words, a "squeeze" occurred, the pressure causing the floor of the cut to move up just as it does in many mines where the coal is underlain by thick fire clay and inadequate pillars have been left. It was necessary to move the waste banks back from the edge of the cut 700 or 800 ft., and even then the floor could not be controlled, the result being that almost 100,000 cu. yd. of clay was handled before the rock was reached. A concrete slope was then rapidly constructed, using 95 tons of special-shaped reinforcing iron. The floor of this slope was made 30 in. thick at the bottom, and 17 in. thick at the top, the sidewalls being 18 in.

Jan 1, 1940

Jan 1, 1925

Joseph LeConte, Berkeley, Gal.: I have read with some care and with extreme interest the work of Dr. Don, and have 110 hesitancy in expressing my high estimate of its value. We have here an example of laborious work undertaken in the true scientific spirit and by right methods. Loose statements and rash conjectures are here brought to the test of chemical analyses. By such work only may we hope to reach reliable conclusions and finally to solve the complex problems presented by the occurrence of ore-deposits. Such work as this is not only scientific but Is in the highest degree practical; for while a crude and imperfect science, by interfering with the results of approved empirical methods, may be positively hurtful, a more perfect science must eventually become the only sure guide to practice. Such a more perfeet science can only be reached by such work as Dr. Don's. I am sure every member of the Institute will unite with me in the hope that Dr. Don will continue his work, and that his example will incite others to similar work. S. F. Emmons, Washington, D. C.: I desire to bear my humble testimony to the great value of Dr. Don's paper to the science of ore-deposits, the thoroughness and accuracy of his work, and the immense amount of care-taking and tedious labor which it represents. The only regret with regard to it is that it could not have been published in full. No more important paper in its line has ever appeared in the Transactions. Indeed,

Jan 1, 1898

This study of engineering education arose out of the action of a joint committee on engineering education, representing the principal engineering societies. The committee had gathered so much material that it decided the work could best be carried out by some one trained in applied' science, who would devote his entire attention to the study.. The Carnegie Foundation therefore asked Prof. Charles R. Mann, of the University of Chicago, to undertake the work. After making a thorough study Prof. Mann has made a most comprehensive report. In it he says: The engineering schools of the United States began their work upon a definite teaching plan and one that had at least pedagogic consistency. But during the past half century the course of study has been overlaid with many special studies intended to enable the student to deal with the constantly growing applications of science to the industries. As a result, the load upon the student has become so heavy that there is a feeling that the students fail to gain a satisfactory grounding in the fundamental sciences and do not fulfil the expectations of engineers in d manufacturers in dealing with the practical problems with which they are confronted on leaving school. At present 60 per cent. of those who enter the schools fail to graduate, still many of them persist in engineering and make a success of it. It is evident, therefore, that the present systems of admission are not satisfactory. If a group of schools will take up the careful study of their entrance systems and experiment with objective tests and records of the students' youthful interests and achievements, the percentage of elimination can be reduced to at least a fourth of its present size, with an enormous saving of time, energy, and money for both student and school. The number of required credit hours per week should be less than eighteen, preferably sixteen. The few experiments that have been made indicate that college students do their best work when not more than five subjects are studied at a given time.

Jan 1, 1919

By Roland Kammel, Takeo Oki

A suspension electrolysis method has been developed which enabled a direct anodic extraction of zinc from zinc sulfide concentrate and simultaneously oxidized sulfide sulfur to elemental sulfur. The investigation was performed in a laboratory-scale electrolytic cell, where the zinc sulfide concentrate particles (chemical composition in weight percent: 61.1% Zn, 2.3% Fe, 30.6% S, 3.4% SiO2 were suspended with or without graphite powder in a dilute sulfuric acid electrolyte. The main parts of the cylindrical electrolytic cell are shown in [Fig. 1]. The cathode (1), a rod of aluminum, is set at the center of the cell. The anode (2), which consists of four plates, is mounted on the inner face of the cell wall. Both PbO2(Pb) and graphite anodes were used. The cathode compartment (3) is separated from

Jan 1, 1976

By C. E. Sims, H. M. Banta, S. L. Hoyt

Over the past few years, metallic arc welding has been extended to steels of the hardenable type. As compared with other methods of fabrication, production has been facilitated, service performance frequently has been improved, and the overall results have been so favorable that engineers and production men have placed great emphasis on this application of welding. The metallurgist and welding engineer, however, have been confronted with new problems, since, for one reason, the harder steels are more apt to crack and special precautions must be taken if sound joints are to be procured. Some of the factors that are pertinent to this problem are metallurgical, and it is an object of this contribution to discuss steel manufacture and processing methods and to show how their control assists in reducing the hazard of cracking. By this time, the problem of cracking— specifically underbead cracking, or "hard cracks," or parent-metal cracks-—is well known, and a large amount of work has been published, both here and abroad, dealing with this subject.' The tests described are made under restraint to facilitate cracking and arc so designed that a semiquantitative, or at least a relative, value of the cracking tendency is obtained. As one would expect, it has been reported that the incidence of cracking increases with the carbon and alloy content of the steel. More specifically, the cracking tendency is said to increase with the hardenability of the steel, though it is now recognized that the situation is not so simple. The phenomenon itself, on the other hand, has been but loosely described, and it is in only broad generalizations that this cracking has been related to steel metallurgy. Thus, while it has been abundantly demonstrated that the hardenable aircraft steel, S.A.E. 4130, must tend to crack when are-welded, the problem still remains of why two lots of the same composition and the same hardenability can vary so greatly in cracking tendency, or what it is about the prior metallurgical history that so strongly affects the results. Further, while the efficacy of preheating and postheating in preventing cracking is recognized and utilized in production, the mechanism by which they function seems not to have been described. These points are thought to be significant in the production of steel for fabrication by metallic arc welding and, hence, of interest to mill and process metallurgists and welding engineers. Consequently, it is another object of this paper to discuss the mechanism of parent-metal cracking, including the influence of the condition of the steel and the control of cracking by manipulation of the time-temperature conditions during and after welding. A new method of rating the cracking tendency is also discussed, and the results of the test are related to steel composition and structure or prior history. The work to be described was the outgrowth of work in 1940-41 at Battelle Memorial Institutc on two projects, one

Jan 1, 1945

By A. H. Tousley, C. L. Vickers

The author presents a history of the development of the Port of Long Beach from its beginning in 1905 to the present construction of a new bulk loading facility. In describing this new facility, emphasis is placed on such aspects as rail car and truck handling, gravity yard, rotary car dumping, bottom dumping, car dumping equipment, feeding and conveying, ship-loader-stockpiler, stockpiling and reclaim, dust control, and construction problems. Development of the Port of Long Beach, Calif. (see Fig. I), began in 1905. In that year private Long Beach interests acquired 800 acres of marshland in the Inner Harbor area and initiated a program of channel dredging and land reclamation. Efforts to establish a municipal port began a short time later and culminated in the opening of Pier 1 in 1911. An event of even greater significance to the port future also occurred in 1911. This was the tideland grant enactment by the state legislature that conveyed to the city of Long Beach all of the state's rights in the tidelands located within the city boundaries. The grant stipulated that all revenue produced from the tidelands be used for the development of navigation, commerce, and fisheries. During the next 15 years up to 1926, the port's commercial growth was steady, although relatively slow. During this period, several fundamental steps in the development of a major harbor were accomplished. These included the creation of the Board of Harbor Commissioners in 1917, the dredging of the Inner Harbor and entrance channel to accommodate deep draft vessels, and the correction of a serious silting problem through construction of the Los Angeles River Flood Control Channel. These efforts bore fruit during the ensuing 10 years in the establishment of more than $30,000,000 worth of industrial plants and private marine terminals in the Inner Harbor. Commerce over municipal wharves also increased more rapidly, and it became necessary to start the development of the harbor in a seaward direction. In 1936, oil was discovered in the harbor area, and the first Harbor Dept. well was brought in 2 years later. It soon became evident that the city of Long Beach would receive substantial revenue that, under the terms of the state grant of 1911, must be used in the development of the port. It was further realized that to properly guide and coordinate such development, a long range comprehensive plan was essential. The Board of Harbor Commissions contracted with G. F. Nicholson and J. F. Collins, consulting engineers, for the preparation of such a report that was completed in 1940. The Nicholson-Collins report proposed the development of an East Basin, between the entrance channel and the Los Angeles River, and a West Basin in the area now occupied by the Long Beach Naval Shipyard. Twenty full-size berths were to be provided in the East Basin and more than fifty berths in the West Basin. The report recommended extensive modern terminal facilities for handling waterborne cargo. Attention was given to improvement of the street and highway system to give better vehicular access and to avoid congestion within the port. To a large extent the recommendations of the Nicholson-Collins report were followed in the subsequent development of the East Basin. This development was greatly accelerated by World War 11, with its need for increased oil production and additional shipping facilities. The wartime and immediate postwar construction was largely concentrated on Pier A, with the development of Piers B, C and D following in more recent years. An important factor in the planning of these piers was their dual function as oil drilling sites and cargo piers. The Navy's acquisition of the West Basin area made it necessary to depart from the Nicholson-Collins plan and find other areas for future expansion. At the present time only one Inner Harbor Port-owned area having protected deep water frontage remains undeveloped. This is the property fronting on Channel 2 in the Inner Harbor acquired in December 1957, from Pacific Dock and Terminal Co. The growth of the port has been in a southerly direction since the construction of the Long Beach Naval Shipyard in the West Basin area. Recent extension of Piers F, G and J into the ocean follows typical port construction methods developed during the expansion of the Middle Harbor during the last 20 years.

Jan 1, 1963

By R. A. Flinn, R. D. Pehlke, D. R. Glass, P. O. Hays

Knowledge of the depth of penetralion of an oxygen jet into the bath of the oxygen converter and of the correlation of penetration with driuing pressuve, lance heighl, and nozzle throat area is vital to the understanding of converter operation. If the penetration is too shallow, then severe and hazardous slopping takes place. On the other hand, if the jel penetrates entirely Lhvough lhe bath for an apprcciublc period of time, bottom damage occurs. In addilion to measurement of the penetralion of the jel, knou~ledge of the circulatory movement in the bath is also of interest in order to evaluale various theories oj-concerter operating behavior which have been published. In this investigation, experimental converters were buill of IOU- , 300-, and 4000-lb capacity. Four independent methods were used to determine penelralion: the onset of bottom marking, a nitrogen bubbler probe, observation througlt an optical syslew built into the oxygen lance, and direcl viewing of the jet issuing from the bottom of the vessel. Good correlation zuas obtained, and empirical relalions for pvedicling perletration were found. These relations were conjzrmed by bottom marking tests in 55- and 110-ton vessels. Within the operaling conditions employed in these tests, the depth to which a single oxygen jet penetrated zuas found lo vary according to the relatiorl ThE technical literature is replete with data concerning the successful use of the basic oxygen furnace or converter in steelmaking. Experimental data are lacking, however, on the vital factors of the depth of penetration of the jet into the bath and the induced circulation. Commercial operating conditions usually have been the result of cut and try experiments in lance manipulation until satisfactory results were obtained. There have been, however, two hotly argued opposing theories concerning desirable depth of penetration and these are exemplified by the Schwarz and Miles patents1,2 on one hand and the Suess patent3 on the other. The Schwarz patent teaches that the jet, issuing from the nozzle at supersonic speed, penetrates deeply "so that the reactions between the iron and the oxygen and between the oxygen and the rest of the smelting components take place in the center of the bath". Specific operating suggestions are given by Miles.2 By contrast, the Suess patent calls for surface Circulalion was investigated by lour methods: by direct observation in 200-lb open baths, by the use of graphite rudders in the 300- and 4000-lb converlers, by direct observalion through an oplical system in the lance, and by various models al room temperature. All were in excellent agreement and indicated that the motion of the bath ulas up at the center, radially outluavd at the surface, and down at the sides. Experi-ments in small and in commercial vessels indicate that it is essential to operate with a jet penetration of approximately 50 pct of the bath depth. Surface blowing results in low oxygen eficienty and in hazardous conditions which may render the process inopeuable. RejYactory dartzage al the bottom of the vessel is only encountered when the jet penetrates to the bottom, and this can be avoided by properly applying the penetration formula. The application of this en/pirical formula in commercial peraations is best when limited to combinations of lance size, pressure, and height which are typically encounteved in the use of a single-hole lance. blowing so that "...the oxygen jet does not penetrate deeply into the molten metal bath and is confined to an impingement area at the central portion of the bath surface". These references are given merely to illustrate the basic differences between the two schools of thought and to point out the need for measurement of penetration for the sake of the operator. For example, it is shown later that inefficient and even dangerous conditions can arise if improper blowing conditions are used. Differences are also evident between the two schools of thought as to the mixing, circulation, and agitation which is to be accomplished by the jet. The Schwarz patent states that "surface contact is not sufficient in most cases to bring about quick reaction, the same as the blowing of the gas over the bath surface or the mere blowing of the gas onto the bath surface". The patent goes on to call for active mixing. In contrast the claims of the Suess patent call for "discharging a stream of oxygen ... to an extent to avoid material agitation of the bath by the oxygen stream". In this patent the circulation is said to be downward in the center and up at the sides of the vessel. A number of investigators4-12 have explored penetration and circulation in transparent models. In general, it is agreed in these tests that the circulation is upward at the center (along the sides of the jet cavity),

Jan 1, 1968

W. 0. HOTCHKISS,* Madison, Wis.-When we began to do geological field work in the Lake Superior region, we found a correlation in existence, and, as youngsters, accepted all that as settled. Both Mr. Allen and I, since that time, have seen a great many things that were not apparent nor visible to Van Hise, and those who worked with him; we realize now that the correlation was not final and that much remains to be determined concerning geology of the Lake Superior region. My attitude on this matter is that we should not publish an amended correlation as a final thing. We should avoid, in every way possible, foreclosing the minds of those who follow us in working in the geology of this region. As a matter of fact, no correlation can be final at present, because facts and data are accumulating so rapidly that every classification must be immediately modified to fit further observation. Consequently, my attitude in this matter would be, instead of saying that the iron formations of the Lake Superior region are all Middle Huronian, to say that there may be three Huronians-or four or five- we do not know. I believe it is better policy to hold to our present correlation. I do not believe there is any economic benefit to the mining man or the geologist working on problems relating to explorations for iron ore, that cannot be just as well solved by maintaining our present correlation, with a. wholesome idea of our lack of knowledge and the necessity for further detailed work. Then, if any new horizons are discovered in any particular range, the minds of the investigators will not be foreclosed because some one has said that all the iron formation is in the Middle so that there is no use looking elsewhere for it. There is use looking elsewhere, in many cases, as the ore deposits become exhausted.

Jan 1, 1920

By R. I. Jaffee, F. C. Holden, H. R. Ogden

Ti-Mn alloys were studied in order to determine the factors affecting the mechanical properties of &stabilized titanium alloys. The principal compositional factors have been found to be solid-solution strengthening, the martensitic transformation, and instability of the P phase. Structural factors, such as grain size and shape, were found to have more influence on ductility and toughness than on strength. THE alloys of titanium with the &stabilizing elements offer the chief hope for developing useful heat treatments. Conversely, the heat-treatment response possible with the p-stabilizing elements causes difficulties such as weld embrittlement and thermal instability during service at elevated temperature. Therefore, it is of considerable technical importance to understand the factors that govern the heat-treatment responses in these alloys, so as to be able to soften the alloys if they are embrittled by an adventitious heat treatment, to render them stable in service, or to harden them while maintaining adequate ductility and toughness. The Ti-Mn system is a good example with which to demonstrate the factors that govern strength and heat-treatment response in. a P-stabilized system. The region of the a-j3 transformation, after the work of Maykuth, Ogden, and Jaffee,' is shown in Fig. 1. The a solubilities are low. This means that, in the two-phase a-p field, partition of manganese between the two phases occurs practically only to the P phase. The solid-solution effects are therefore chiefly the result of solution in the ,8 phase. The eutectoid occurs at 20 pct Mn and 550°C, and proceeds very sluggishly. It can be ignored in heat treatments in hypo-eutectoid alloys, except for long-time storage at low temperatures below the eutectoid temperature. Even here, there is some question that diffusion proceeds far enough to involve eutectoid decomposition. Three compositional factors bear on the mechanical properties and structure of titanium a-P alloys. These are: 1—solid-solution strengthening, 2—mar-tensite transformation, and 3—P instability. Combined with the purely structural factors of grain size and shape, these govern the properties of the alloys. Perhaps the most important factor is solid-solution strengthening. The facts that manganese dissolves in a titanium to a maximum of only 0.5 pct and most of the manganese partitions to the p phase dominate the structure and properties of the a-/3 alloys. Because of the overwhelming preference of manganese for the ,3 phase, the P phase is harder and the a phase is softer. The relative amounts of both phases may be modified by heat treatment in the a-P field as application of the lever rule in the two-phase field clearly shows. A critical temperature in the Ti-Mn diagram is 800°C. This is the P transus temperature of the 6.4 pct Mn alloy, which has the lowest manganese content which will form all retained-P phase on quenching to room temperature. Any quench performed from below 800°C will produce a structure consisting of only a, a plus retained P, or retained p, for alloys of the compositions used in this work. For alloys containing less than 6.4 pct Mn, any quench from above 800°C will always result in structures

Jan 1, 1955

Jan 1, 1955

By Robert H. Richards

During tile summer of 1870, I had an opportunity to visit the laboratory of the late David Forbes, Esq., in London, and was much interested in a labor-saving device which he had attached to his agate mortar. The mortar was placed in the centre of a small table, and about ten inches to the right of the mortar, a post, perhaps two

Jan 1, 1879