Structural Steels and Light-weight Metals in the Transportation Industry

The term. "high-yield-strength," used in the title of Dr. Gillett's paper (p. 40) is obviously relative. His discussion is limited to improved steels intended to compete with the low-cost, low-carbon, hot-rolled, sheet and plate steels of commerce made and used on a tonnage basis, without heat-treatment. In his list of about three dozen steels, only three have a yield strength of 70,000 lb. per sq. in., or over. Double such values are not uncommon in aircraft steels. Dr. Jeffries (p. 21) refers to "light-weight metals," obviously meaning strong alloys of low specific gravity; namely, aluminum alloys of the duralumin type and certain magnesium alloys. In a structural material, "lightness" is determined by two factors, strength and specific gravity. They must always be considered jointly. The basis of comparison is a strength-weight ratio, obtained by dividing the desired strength value, such as tensile strength, yield strength, or endurance limit, by weight per unit of volume, such as specific gravity or pounds per cubic inch1. For example, aluminum is a heavy metal, structurally, unless alloyed and heat-treated to give it high strength. When the strength of a structural metal is raised by heat-treatment or by cold-work, its specific gravity is not appreciably changed, but it is made lighter in direct proportion to the increase in strength because less of it will be required to carry the load. The lightness of the finished structure of adequate strength is the real point of interest. This structure must not only carry designed load, but "stand the gaff" of service, which includes the effects of accidental overload, fatigue, corrosion, loosening of joints, and so forth. Neither Dr. Gillett nor Dr. Jeffries mentions the true "lightest material of construction," which is alloy steel, tubular in form (Fig. 1), assembled by welding and heat-treated to a yield strength in excess of 150,000 lb. per sq. inch.