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By E. P. Klier

THE work of Klier and Lyman1 on the bainite reaction has led to the full description of this reaction for medium-carbon low-alloy steels. Certain experimental data reported by Klier and Lyman appear, however, to be improbable of obtaining in very high-carbon steels. The study herein reported consists of an analysis of the transformation characteristics of a 3 per cent chromium, 1 per cent carbon steel by means of X-ray and metallographic methods. From the results obtained it is concluded that the bainite reaction in this steel is more complicated than that reported by Klier and Lyman for the low-carbon low-alloy steels. However, the mechanism of bainite formation in this steel appears to be essentially the same as proposed for the low-carbon low-alloy steels with the modification that the first volumes to transform are carbon-rich rather than carbon-poor. EXPERIMENTAL PROCEDURE The analysis of the steel studied was: Cr, 2.89; C, 1.02; Mn, 0.33; Si, 0.35; S, 0.012; P, 0.020. The stock was received from the Carpenter Steel Co. in rolled bars. Specimen Preparation Specimens were austenitized at 1200°C. (2192°F.) for 25 min. in purified nitrogen. The resultant A.S.T.M. austenite grain size was 0-1. Isothermal transformation was allowed by quenching the specimens into liquid metal baths controlled to ±5°C. at 540°C. (1004°°F.) and above, and to ±2°C. at 490°C. (914°°F.) and below. Following the desired degree of transformation all specimens were water quenched. Metallographic Examination Specimens 1/4 in. round by 1/4 in. were used for metallographic examination. Etchants used were Vilella's reagent (1 gram picric acid, 10 ml. hydrochloric acid to make l00 ml. ethyl alcohol solution) and alkaline sodium picrate (electrolytic). Vilella's reagent was effective in revealing all microconstituents, while the alkaline sodium picrate developed the carbon-rich structures or carbides only. X-ray Examination Two X-ray techniques were used-the Debye-Scherrer method and a back-reflection method. The small specimens necessary for the Debye-Scherrer method were austenitized and then allowed to transform, or were cut from the larger metallographic specimens. The metallographic specimens were used for the back-reflection X-ray analysis. When it was desirable to determine the structure of the carbide present, sliver specimens were electrolytically etched to develop a carbide coating, then were exposed in the cameras. This technique was frequently necessary to allow positive identification of the carbide.

Jan 1, 1945

By W. S. Holt, E. T. Tkac, R. A. Grange

QUANTITATIVE knowledge of the time element involved in austenite transformation in a particular steel provides a sound basis for understanding and planning heat-treatment. Such knowledge is conveniently obtained by measurement of austenite transformation as it occurs at each of a series of temperature levels. The results of these measurements usually are summarized in the form of the now familiar isothermal transformation diagram (I-T diagram, TTT diagram, or S-curve). Although a considerable number of such diagrams already have appeared in the literature, there remain many compositions of commercial importance for which no I-T diagram is available. The diagram for many such steels may be predicted from published data with sufficient accuracy for most practical purposes, but for others no satisfactory prediction can be made because the effect on austenite transformation of one or more of the important alloying elements present is not well enough known. Such a steel is Nitralloy, Type 135-Modified, which, containing about 1.25 per cent aluminum, differs from any whose I-T diagram has been published. This paper presents results of a study of the isothermal transformation behavior of a sample from a commercial heat of this aluminum-chromium-molybdenum steel, together with pertinent supplementary data including the equilibrium transformation temperatures (Ae3 and Ae1), the temperature range of martensite formation, and the end-quench hardenability. These data are directly applicable to the heat-treatment of this type of steel and are of interest in revealing some of the fundamental effects of aluminum as an alloying element in steel. MATERIAL All specimens were prepared from a 13-in. diam bar forged from a 5 by 5-in. billet from a commercial heat made in an electric arc furnace. The composition of the bar was; C, 0.41 per cent: Mn, 0.57: P, 0.016: S, 0.005: Si, 0.24: Ni, 0.17: Cr, i.57: MO, 0.36: Al, 1.26. The forged bar was normalized from 1750°F (955°C) and then tempered for one hour at 1200°F (650°C), this tempering treatment having been given to facilitate the machining of specimens. EQUILIBRIUM TRANSFORMATION TEMPERATURES In hypoeutectoid steel the minimum temperature at which austenite is completely stable, Ae3, and the maximum temperature at which austenite is completely unstable, Ae1, are of great significance in heat-treatment. Since these temperatures are dependent upon com-

Jan 1, 1946

By Alden Greninger

TWINNED metal crystals are usually designated as either deformation twins or annealing twins. If twins are to be classified according to the treatment the metal has undergone just prior to the obser vation of the twins, there are two other possible groups: (1) solidification twins,? when observed in the as-solidified or as-cast condition, and (2) transformation twins, ? when observed in a metal which has been cooled from above an allotropic transformation temperature. McKeehan has demonstrated that ferrite does, occasionally at least, contain twinned structures2. The twins, which he studied by optical methods, were obtained during the preparation of iron single crystals by very slow cooling through A3. He proved that the twin relation was actually that which previous investigators had predicted; namely, twinning along three planes of the form {112}. Since McKeehan's discovery, little or no attention has-been given to this transformation twinning of alpha iron, or to the possibility that it might occur at all speeds of cooling from above A3 instead of merely during the prepara-tion of single crystals. McKeehan's twins were evidently regarded as interesting only in proving that a body-centered cubic metal could form twinned structures-at least under certain conditions. It is generally believed that iron seldom if ever forms annealing twins. Certainly the straight-line banding which is so abundant in annealed face-centered cubic metals is characteristically absent in iron annealed below A3. However, O'Neill3. has studied "twin-like" crystals in annealed alpha iron and concludes that the specimen he studied actually

Jan 1, 1936

By Scott Howard

MANGANESE being perhaps the least expensive of the metallic alloying elements that can be advantageously added to iron in considerable quantities, the basic characteristics of its alloys with iron are properly receiving much attention at present. In the course of a dilatometric investigation of this system several years ago, the writer observed certain transformation phenomena not found in other iron-base alloys. The interpretation of those effects was not evident from the information then available, but recent X-ray studies clear up at least one anomaly and permit a more satisfactory description of the results than would have been possible otherwise. Aside from the new phenomena observed, the effect of manganese on the Ar3 transformation is of timely interest because of its bearing on the critical compositions of austenitic alloys, the applications of which are now being greatly extended. It is known that the properties of these alloys are unstable unless the Ar3 transformation occurs at a temperature considerably below atmospheric and that manganese is very effective in depressing the temperature of this transformation. The writer aims to establish a simple general relation which expresses the location of Ar3 quantitatively in terms of the content of the common alloying elements used in steel. A step in that direction is taken here. Early dilatometric investigations1 indicated that only one transformation other than the eutectoid A1 occurs in the high-iron alloys of the iron-manganese system. Dejean represents the Ar3 point as falling to 0° C. with a manganese content of 11 per cent and carbon content of between 0.30 and 0.40 per cent. Esser and Oberhoffer,2 using alloys low in carbon (under 0.03 per cent), arrived by extrapolation at 14 percent for the manganese content at which Ar3 is depressed to 0° C. Not until both low carbon contents and alloys having a manganese content

Jan 1, 1931

By David Turnbull

IN most reactions involving solids the transformation kinetics may be represented by the combination of two processes-those of nucleation and of growth. For example, Mehl and his coworkers 1,2 in their studies on the transformation of austenite to pearlite in steels have been able to describe the kinetics in terms of the rates of nucleation and of growth. By micrographic examination of their specimens they determined the nucleation rate (rate of appearance of pearlite colonies) as a function of time, of percent transformation, and of temperature. They observed that after an incubation period in which no nuclei are observed, the number of nuclei appearing per unit time per unit of untransformed grain boundary area, increases at an increasng rate with time. When recrystallization rates have been interpreted in terms of rates of nucleation and growth and the rate of nucleation determined, an incubation period followed by an increasing rate of nucleation has also been reported. Among the studies in which this phenomenon has been observed are those of Kornfeld and coworkers3 on cold-drawn aluminum wire, of Anderson and Mehl4 on the recrystallization of aluminum sheet, and of Stanley and Mehl5 on the recrystallization of silicon ferrite sheet. The existence of an incubation period during which no nuclei are observed does not appear to have been reconciled with the generally accepted Volmer-Becker theory of nucleation in condensed systems. This theory ostensibly requires the rate of appearance of nuclei to be independent of time. VOLMER-BECKER THEORY In order to form a stable nucleus of a new phase B in a mother phase A, the molecules or atoms of the mother phase must surmount a free energy barrier whose height is determined by the volume free energy change accompanying the transformation and the energy of the surface separating the two phases. The free energy difference between nuclei of various sizes and the molecules or atoms of the mother phase is plotted schematically in Fig I as a function of the radius of the nucleus r. This free energy difference is plotted for two values of the change of free energy per atom, (fB - fA) accompanying the transformation when the volumes of the two phases are infinite. One of these values of (fa-fA) corresponds to a temperature above the temperature To at which the phases A and B are in equilibrium, and the other to a temperature below To. In order for a nucleus of phase B to be stable at a temperature T2 < To, its radius must be equal to or greater than the critical value r* for which the free energy of formation of the nucleus is a maximum, ?f*. Aggregates of phase B having radii equal to or less than r* will be called embryos. Mehl and Jetter,6 in discussing the kinetics of nucleation in solid systems, suppose that embryos of critical size are formed

Jan 1, 1948

By J. D. Lubahn, R. P. Carreker, J. G. Leschen

THE formation of slip bands in crystalline solids undergoing plastic deformation has recently been treated as a problem of nucleation and growth.1 A simplified theory was developed and shown to be qualitatively consistent with certain experimental observations reported in the literature, such as the frequent failure of slip bands to traverse the entire crystal, the effect of specimen diameter and temperature on the yield stress, and the occurrence of incubation periods in the deformation of suddenly loaded crystals. The theory further predicts the appearance of transients in the rate of strain of a crystal when the applied stress is suddenly changed from one constant value to another. A transient consists of a discontinuous change in the strain rate followed by a gradual approach to a steady-state value. Such transient behavior apparently has not been recognized in previous experimental work. The preliminary experiments reported in the present paper were undertaken to confirm the existence of the predicted transients and thus to determine whether a more detailed treatment of the nucleation theory of slip might be theoretically and experimentally fruitful. EXPERIMENTAL PROCEDURE A simple creep apparatus was assembled as shown in Fig 1. Very little insulation was used on the furnace in order to facilitate rapid changes of temperature. Temperature was measured with a thermometer placed in the center of the furnace and was [ ] controlled by adjusting the Variac setting. The specimens were cold-headed in split-cylinder grips. The strain was measured as total elongation by a dial gauge sensitive to 1/10,000-in. movement of the weight pan. Since the specimen gauge lengths were

Jan 1, 1948

By Oleg N. Tikhonov

Control of ball mill grinding circuits is important due to the enormous consumption of electrical energy in mineral processing and other industries. Optimal control requires preliminary detailed studies of static and dynamic characteristics of the process. In this paper a study of nonlinear dynamics is presented with a view toward application to automatic control and the achievement of maximum grinding rate at minimal energy consumption. The study begins with Zagustin&apos;s equation (1935) of grinding kinetics [ ]

Jan 1, 1984

By J. A. Ryder

TRANSIM II is a general purpose mining-oriented transport simulation program. It features the accurate modelling of locomotive tramming systems involving interferences and queue build- ups, as well as inter-level transport facilities linking bunkers of finite capacity. Features of the program are described, and a number of practical applications briefly reviewed including studies of optimal train capacities, pulling schedules, tip and bunker capacities, and operation of simple traffic-light systems.

Jan 1, 1977

By Arthur Gray

THE thermal analysis of a metal or alloy is ordinarily made with the aid of heating and cooling curves, in which transitions are indicated by the rapid changes in curvature that accompany .changes in the rate of heat absorption or evolution. Analysis by the method that depends on the change in thermal expansivity is not customary, partly, at least, because of the difficulties involved in making the necessary measurements. However, under certain circumstances, the dilatometric method of analysis may possess advantages over the thermometric method that will justify the additional trouble required. The addition of 1 per cent. of zinc to an alloy has been found to produce, upon the volume changes that take place during transition, effects that suggest the possibility of using the dilatometric method of thermal analysis as a rather sensitive means of obtaining chemical information. Although the illustrations presented in this paper are drawn from data obtained during an investigation of dental amalgams, similar phenomena can doubtless be observed with other alloys. Some of the results found during an investigation made in 19171 have been confirmed by data on the thermal expansivity of amalgams published by Souder and Peters of the Bureau of Standards in reporting tests of dental materials.2 Although the Bureau of. Standards made experiments for the purpose of discovering effects of including zinc as one of the constituents of a dental alloy-a matter much discussed in dental literature but without the presentation of reliable experimental evidence to support the views of ;either side-the reports of the test made by the Bureau give the impression that certain striking phenomena associated with the presence of zinc were not noticed. Among such phenomena are those connected with the conditions that determine whether or not a specimen of amalgam becomes covered with droplets from which crystals develop.

Jan 9, 1920

THERE are three objectives in translation of works of this character : to give a faithful, literal translation of the author&apos;s statements ; to give these in a manner which will interest the reader ; and to preserve, so far as is possible, the style of the original text. The task has been doubly difficult in this work because, in using Latin, the author availed himself of a medium which had ceased to expand a thousand years before his subject had in many particulars come into being ; in consequence he was in difficulties with a large number of ideas for which there were no corresponding words in the vocabulary at his command, and instead of adopting into the text his native German terms, he coined several hundred Latin expressions to answer his needs. It is upon this rock that most former attempts at translation have been wrecked. Except for a very small number, we believe we have been able to discover the intended meaning of such expressions from a study of the context, assisted by a very incomplete glossary prepared by the author himself, and by an exhaustive investigation into the literature of these subjects during the sixteenth and seventeenth centuries. That discovery in this particular has been only gradual and obtained after much labour, may be indicated by the fact that the entire text has been re-typewritten three times since the original, and some parts more often ; and further, that the printer&apos;s proof has been thrice revised. We have found some English equivalent, more or less satisfactory, for practically all such terms, except those of weights, the varieties of veins, and a few minerals. In the matter of weights we have introduced the original Latin, because it is impossible to give true equivalents and avoid the fractions of reduction ; and further, as explained in the Appendix on Weights it is impossible to say in many cases what scale the Author had in mind. The English nomenclature to be adopted has given great difficulty, for various reasons ; among them, that many methods and processes described have never been practised in English-speaking mining communities, and so had no representatives in our vocabulary, and we considered the introduction of German terms undesirable ; other methods and processes have become obsolete and their descriptive terms with them, yet we wished to avoid the introduction of obsolete or unusual English ; but of the greatest importance of all has been the necessity to avoid rigorously such modern technical terms as would imply a greater scientific understanding than the period possessed. Agricola&apos;s Latin, while mostly free from mediaeval corruption, is somewhat tainted with German construction. Moreover some portions have not

Jan 1, 1950

"Power is transmitted to Butte, a distance of 130 miles, over two separate lines running parallel on the same right of way.The transmission line embodies the most approved ideas in construction. The conductors are No. O. B. & S. gauge, hard drawn copper strand. The insulators are of the suspension type, each insulator consisting of six units, 10 inches in diameter. The insulators will stand a wet test of over 300,000 volts, and were selected after long and careful tests by the company's engineers. The wires are carried on steel towers of four-legged, single crossarm type, manufactured by Milliken Bros. The three conductors are suspended in a horizontal row from the crossarm, and there are no transpositions in either line. Above the power wires and symmetrically located are two galvanized steel strands, Vs-inch in diameter, grounded at each tower, which serve as a protection against lightning.The distance between towers in level country is 600 feet. In mountainous country, however, the spans are irregular in length and spans of 1,500 or 2,000 feet are common. The longest one in the line is that crossing- the Missouri River and is equal to 3,034 feet. The length of this span is such that a person standing at one end of it can sec the wires go off and vanish into space, while the tower at the other end is barely visible to the naked eye on a clear day. The towers at one end of this span arc shown in the accompanying photograph. The line starts at an elevation of 3,200 feet, rises to an elevation of 8,200 feet as it crosses the Continental Divide, and again descends to 6,100 feet, the elevation at Butte.Quantity of coppc1· in transmission line, 1,330,000 pounds.Number of towers, 2,-1-00.Steel used in construction, approximately, 2,-1-00 tons."

Jan 1, 1913

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Jan 1, 1938

By John C. Draper

The principal object of an underground coal mine transportation sys tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served: 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1973

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside ; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By Kevin B. Doyle

The export markets are of great importance to western Canadian sulfur producers, taking 70% of total products sold. For these marketers, Canadians have always supplied solid sulfur, first in a crushed, bulk form, and for the past several years in a slate form. Both form have proved inadequate for safety and environmental reasons, and new forms and processes have been developed by interested suppliers. The Canadian industry has evaluated these processes and ha made a determination of a desired Product specfication that will greatly enhance the acceptability of future Products from safety, environmental, and customer points of view. The new processed methods and resulting product characteristics are reviewed.

Jan 1, 1980

By Andrew Hyslop

IN our never ending search for new and better ways of underground mining, we find that transportation has had its share of new ideas in the past few years. The old and still effective method of track haulage has had some competition from rubber tired cars and belt conveyors, each of which has its own safety hazards which demand close scrutiny in any safety study. The use of shuttle cars, in particular, has introduced clearance hazards caused by the absence of the more or less positive guides formed by the rails of a track sys¬tem; likewise the requirement of greater clearance tends to increase roof hazards which we all know to be great enough with the best of methods. However, the subject of transportation hazards is too broad to be covered entirely in one paper, so I will confine myself to track methods which carry the preponderance of underground tonnage. I am quite sure that to this group it is an evident fact that haulage accidents are of major importance. However, to stress the point, it may be well to look at a few figures. Safety statistics can be quite boring and often are subject to question as to mathematical accuracy because of different

Jan 1, 1948

By G. D. TRANT

HOT metal is commonly transported from the blast furnace to the open hearth by one or the other of two general methods: (1) by hot-metal ladles, usually in conjunction with a stationary mixer, or; (2) by means of mixer-type ladle cars, taking the place of both the hot-metal ladles and the stationary mixer. In both cases, the use of transfer ladles for charging the metal into the open-hearth furnaces is necessary. The American Rolling Mill Co. at its Middletown division, adopted hot metal practice on. June 2, 1928. The pig iron is produced&apos; in a .blast furnace about 11 miles from the open-hearth furnaces, and is trans- ported in Pugh-type mixer cars having a capacity of 150 gross tons each. Three cars are in service and handle the delivery of hot metal to the pig machine and the open-hearth furnaces. The capacity of the blast furnace is 550 tons and casts are made every four hours.

Jan 1, 1929