. American engineer and railroad journal . Fio-. 1. R f! GC CC. Si Mn, 5. R R P CC P C,C(j:.Si.« R Fig. 2. Fig. 3. Note.—The sulphur is showTi ten times too large. CAST IRON IN RAILWAY \ 99 ,?-v ^^ 25 M> Fig. 4.—Showing Appearance of Fractures of Chilled Test IRON IN RAILWAY PRACTICE. reason it is essential for the founder to be posted as to theproperties of his output. Manganese, more than any other one element, seems to beresponsible for the capacity of the wheel to stand the thermaland
. American engineer and railroad journal . Fio-. 1. R f! GC CC. Si Mn, 5. R R P CC P C,C(j:.Si.« R Fig. 2. Fig. 3. Note.—The sulphur is showTi ten times too large. CAST IRON IN RAILWAY \ 99 ,?-v ^^ 25 M> Fig. 4.—Showing Appearance of Fractures of Chilled Test IRON IN RAILWAY PRACTICE. reason it is essential for the founder to be posted as to theproperties of his output. Manganese, more than any other one element, seems to beresponsible for the capacity of the wheel to stand the thermaland drop tests. There is a great variation in the proportionof manganese even in different shipments of the same iron,and particularly is this true of scrap wheels. In order to stand heating and blows, it seems essential thatone-quarter of one i)er cent, of manganese should be , there is always a loss of manganese in melting, sothat a considerable quantity in the mixture is the more im-portant. The practice of adding ferro-manganese to the ladle has been followed in many foundries with very satisfactoryresults. Ferro-manganese, however, reduces the chill, and it is,therefore, necessary to use more iron of the high numbersin the mixture. It brings about thi
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
