Transactions of the American Society of Civil Engineers, Vol. LXX, Dec. 1910 Various Informative Summary

Overview: 

This report details the final findings of the Special Committee on Rail Sections, appointed in 1902 by the American Society of Civil Engineers (ASCE). The committee has been working to develop and revise steel rail specifications in collaboration with other societies and steel rail manufacturers. The report highlights the need for heavier rails to address the issues of rail wear and breakage, particularly with the advent of heavier locomotives and increased traffic volume. It acknowledges that previous ASCE specifications have been compromised by the need for manufacturers to meet drop test requirements, resulting in rails with a lower carbon content and lower wear resistance.

The report emphasizes the importance of using sound ingots as the foundation for producing high-quality rails. It further outlines the new specifications for steel rails that were developed by the American Railway Engineering and Maintenance of Way Association (AREMA), which have been accepted by the ASCE. These specifications include a sliding scale for carbon and phosphorus content, stricter drop test requirements, and a focus on the entire manufacturing process to ensure rail quality.

Key findings:

• Heavier rails are necessary to address wear and breakage issues.
• Previous ASCE rail specifications led to compromises in rail quality due to drop test requirements.
• Sound ingots are essential for producing sound rails.
• New specifications for steel rails, developed by AREMA, address these issues and emphasize quality throughout the manufacturing process.
• A.R.A. sections “A” and “B” have not performed as expected, necessitating further investigation into rail section design.

Learning:

• Readers will learn about the evolution of steel rail specifications in the early 20th century.
• Readers will gain an understanding of the challenges associated with producing high-quality steel rails, including the need to balance chemical composition, manufacturing processes, and performance requirements.
• Readers will be informed about the new specifications developed by AREMA, which represent a significant shift in the industry’s approach to rail production.
• Readers will be introduced to the importance of sound ingots as a key factor in achieving sound rails.

Historical Context: This report was written in 1910, during a period of rapid industrialization and expansion in the United States. Railroads were essential for transportation and economic growth, and the demand for heavier locomotives and increased traffic volume placed significant strain on existing rail infrastructure. This context drove the need for improved rail specifications and led to the development of the new AREMA specifications, which were widely adopted by the industry.

Facts:

1. The ASCE Special Committee on Rail Sections was appointed in 1902.
2. The committee collaborated with other organizations, including the American Railway Engineering and Maintenance of Way Association (AREMA) and steel rail manufacturers.
3. Previous ASCE rail specifications were compromised due to the need for manufacturers to meet drop test requirements.
4. Lower carbon content in rails leads to poor wear resistance.
5. Sound ingots are essential for producing sound rails.
6. The AREMA rail specifications include a sliding scale for carbon and phosphorus content.
7. The AREMA specifications emphasize the importance of a sound manufacturing process.
8. The AREMA specifications require stricter drop test requirements.
9. A.R.A. sections “A” and “B” have not performed as expected.
10. The report suggests that heavier rails are necessary to address the challenges of rail wear and breakage.
11. The report was presented at the ASCE Annual Convention in June 1910.
12. The AREMA specifications were accepted by the ASCE without any changes.
13. The report highlights the need for a heavier rail to accommodate heavier locomotives and increased traffic volume.
14. The committee’s work was delegated to the AREMA Rail Committee by the American Railway Association.
15. The report states that no railroad company had purchased rails under the American Railway Association specifications prior to the report.
16. The report discusses the need for a minimum deflection limit in the drop test to eliminate brittle rails.
17. The report emphasizes the need to eliminate soft rails through a maximum deflection limit in the drop test.
18. The report acknowledges that the chemical composition and manufacturing process significantly impact rail quality.
19. The report discusses the use of “bled ingots” in the rail production process and recommends against their use.
20. The report states that the report’s specifications should be amended as further information is gathered.

Statistics:

1. The ASCE Special Committee on Rail Sections held numerous meetings, representing a significant effort in developing and revising steel rail specifications.
2. The American Railway Association guaranteed funding to AREMA for exhaustive rail tests, highlighting the importance of research and data in developing rail specifications.
3. A 100 lb. rail requires a 6-1/2 in. shrinkage allowance at the hot saws for thick base sections and 6-3/4 in. for A.S.C.E. sections, indicating the precise nature of rail production processes.
4. The report allows for a 1/2% variation from the calculated weight of section for an entire order, demonstrating the need for flexibility in manufacturing.
5. 10% of the rail order is accepted in shorter lengths, highlighting the practical need for different rail lengths.
6. The report states that rails should not vary more than 4 in. from a straight line for thick base sections and 5 in. for A.S.C.E. sections when delivered to the cold-straightening presses, highlighting the importance of accuracy in rail straightening.
7. The report prescribes a 5% allowance for No. 2 rails, indicating that imperfections are expected in rail production.
8. The report specifies a 2,000 lb. weight for the drop testing machine, showcasing the scale and rigor of testing procedures.
9. The report specifies a 20,000 lb. weight for the anvil block in the drop testing machine, further emphasizing the importance of robust testing equipment.
10. The report requires two test pieces from each heat of steel, highlighting the importance of rigorous quality control.
11. The report mandates that the top rail from each ingot be rejected if any test piece shows a physical defect, highlighting the significance of quality control at every stage of production.
12. The report prescribes a minimum length of 4 ft. and a maximum length of 6 ft. for drop test pieces, demonstrating the controlled nature of testing procedures.
13. The report specifies a temperature range of 40-100 degrees Fahrenheit for drop test pieces, indicating the precise nature of testing parameters.
14. The report specifies a 5 in. top radius for the supports in the drop testing machine, highlighting the controlled nature of testing setups.
15. The report prescribes a drop height of 16 ft. for a 70 lb. rail, 18 ft. for 80, 85, and 90 lb. rails, and 20 ft. for a 100 lb. rail, demonstrating the increasing rigor of testing for heavier rails.
16. The report suggests that the specifications should prescribe minimum and maximum deflection limits for the drop test, highlighting the importance of ongoing research in refining testing procedures.
17. The report recommends trial lots of 1,000 tons each of 110-lb., 120-lb., and 130-lb. rails, showcasing the scale of testing required to assess heavier rails.
18. The report specifies that the carbon content in Bessemer steel should be increased by 0.035 for each 0.01 decrease in phosphorus content below 0.08, demonstrating the precise relationship between chemical composition and rail properties.
19. The report specifies that the carbon content in Open-Hearth steel should be increased by 0.03 for each 0.01 decrease in phosphorus content below 0.03, showcasing the precise relationship between chemical composition and rail properties.
20. The report states that the percentage of carbon in an entire order of rails should average as high as the mean percentage between the upper and lower limits, demonstrating the importance of consistent quality in rail production.

Terms:

1. Bessemer Process: A steelmaking process that uses a blast of air to oxidize impurities in molten iron, resulting in the production of Bessemer steel.
2. Open-Hearth Process: A steelmaking process that uses a furnace to melt iron and remove impurities, resulting in the production of open-hearth steel.
3. Carbon: A chemical element that is essential for the strength and hardness of steel.
4. Manganese: A chemical element that increases the hardness and wear resistance of steel.
5. Silicon: A chemical element that helps to control the amount of oxygen in steel.
6. Phosphorus: A chemical element that can reduce the strength and ductility of steel.
7. Sulphur: A chemical element that can reduce the toughness and impact resistance of steel.
8. Ingot: A block of solidified metal that is produced by casting molten metal.
9. Drop Test: A test that involves dropping a weight onto a piece of rail to assess its impact resistance and toughness.
10. Templet: A pattern or guide used to shape the section of a rail.

Examples:

1. The report cites the example of “bled ingots” which are rejected as they result in unsound rails.
2. The report discusses the limitations of the A.R.A. sections “A” and “B” due to their unexpected performance in service.
3. The report mentions that no railroad company had purchased rails under the American Railway Association specifications prior to its publication.
4. The report discusses the experience of railroads encountering defects in all specifications currently used for rail production.
5. The report highlights the importance of sound ingots in producing sound rails, emphasizing the example of tests conducted at Watertown Arsenal.
6. The report cites the statement from the AREMA Rail Committee regarding the need for a proper increase in carbon content when lower phosphorus is achieved, showcasing a specific example of the relationship between chemical composition and rail quality.
7. The report mentions the need to increase carbon content in Bessemer rails when phosphorus content is below 0.08, providing a concrete example of the chemical composition adjustments required for different steel types.
8. The report mentions the need to increase carbon content in Open-Hearth rails when phosphorus content is below 0.03, providing a specific example of the chemical composition adjustments required for different steel types.
9. The report cites the example of mills keeping carbon and manganese as close to the lower limits as possible to meet drop test requirements, leading to poor-wearing rails.
10. The report discusses the example of railroads prescribing deflection limits in the drop test, highlighting a specific example of efforts to refine testing procedures.

Conclusion:

This 1910 report from the American Society of Civil Engineers provides a valuable insight into the evolving understanding of steel rail production and the challenges faced by the industry. The report highlights the need for heavier rails to address wear and breakage issues, emphasizes the importance of sound ingots and a well-controlled manufacturing process, and outlines the new specifications developed by the American Railway Engineering and Maintenance of Way Association (AREMA) that address these concerns. The report reflects the dynamic nature of the rail industry during a period of significant technological and economic growth and provides a historical perspective on the evolution of steel rail specifications. It’s essential to consider the context of the time period when interpreting the report’s findings and recommendations, as the technology and understanding of rail production have evolved significantly since its publication.

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