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By Allen V. Reicks

Modern conveyor pulleys are welded steel structures subjected to dynamic loads. In this paper, fatigue notch and fracture mechanics methods are applied to several weld joints on typical pulley constructions. These methods are used to analyze field applications and are correlated with laboratory testing. Generalized approaches are presented which provide high confidence in pulley design with corresponding high reliability.

Jan 1, 1996

By H. Saari, M. Pates, P. C. Patnaik, A. Merati

Single crystal nickel-base superalloys such as PWA1484 exhibit superior performance compared to conventional superalloys, and are used extensively in turbine blade applications requiring good high temperature properties. The life of these blades is typically limited by cracks and erosion. Due to the high cost of these blades, welding techniques are being considered to weld/repair worn components, extending their useful lives and delaying the need for expensive replacement components. However, the sensitivities for solidification cracking and post weld heat treatment cracking are relatively high in these alloys. Electron beam (EB) welding can deliver concentrated heat sources and has the potential to address these issues. Numerous welding trials and structural tests must be conducted to identify the optimum method and welding parameters. Weldability is studied over a range of material conditions, welding parameters, and directions. The influence of welding parameters on the fusion zone microstructure and resultant weldability is investigated using combination of microscopic examination and micro-hardness testing. This paper summarizes some of the results of a feasibility study conducted to understand the effects of welding parameters on localized microstructural features, cracking sensitivity, and mechanical properties of autogenously EB welded coupons of single crystal PWA1484.

Jan 1, 2004

By H. J. White

The effect of alloying elements on the mechanical properties and weldability of wrought gamma prime strengthened nickel- base superalloys is well known. An understanding of the basic guidelines concerning alloying additions has led to the invention and development of HAYNES® 282® alloy for applications in aircraft and land base gas turbines and other high-performance high-temperature environments. The alloy combines exceptional high temperature properties with good weldability and fabricability. At high temperatures (~ 900 °C), the alloy is stronger in creep strength than Waspaloy alloy (UNS N07001) and it approaches the creep strength of R-41 alloy (UNS N07041). Because the alloy has better thermal stability, fabricability, and weldability than Waspaloy and R-41 alloys, it is currently being considered as a candidate universal consumable for welding/ repair welding of gamma prime strengthened nickel based superalloys and it is also being considered as a suitable replacement for applications where R- 41, Waspaloy, and 263 (UNS N07263) alloys are currently being used. The alloy was designed to have improved resistance to strain age cracking, a problem common to gamma prime strengthened nickel based superalloys. In this paper, we present (1) results from hot ductility testing of annealed and annealed/aged material; (2) results from Time Resolved X-ray Diffraction (TRXRD) studies during a welding thermal cycle of annealed and annealed/aged material, and (3) gas metal arc (GMA) and gas tungsten arc (GTA) welding of annealed and annealed/aged material.

Jan 1, 2010

By D. Mukerjee, Ramen Datta, Sanak Mishra, R. Veeraraghavan, K. L. Rohira

"Recent efforts at Steel Authority of India Limited (SAIL) has led to the successful development of atmospheric and marine corrosion resistant high tensile Thermo Mechanically Treated (TMT) bars with minimum specified yield strength of 50 kg.mm-2. These rebars are increasingly being used for a wide range of end-applications, namely, concrete reinforcement structures, bridges, flyovers, dams etc. Welding is an important processing tool for each of the above applications. In view of the importance of welding, a comprehensive evaluation of the weldability properties has been carried for the two grades of steels using Submerged Metal Arc Welding (SMAW) process; the most popularly used technique of welding of reinforcement bars (re bars).Implant tests were conducted to assess the cold cracking susceptibility of the steels. The static fatigue limit (SFL) value, determined for the atmospheric corrosion resistant (Cu-TMT) rebars under no preheat and no rebalcing conditions was found to be 63.8 kg mm-2, which was significantly higher than the Minimum Specified Yield Strength (MSYS) (50 kg.mm-2). This indicates adequate resistance to hydrogen induced cracking (HIC). On the other hand, the SFL value obtained for the marine corrosion resistant rebars (Cu-Cr TMT) under no preheat, no rebaking conditions was found to be inconsistent. Repeat of the test with fully rebaked electrodes (350°C-2h) resulted in a high SFL value (60.3 kg mm-2)_The rigidity of the structure or restraint influences the susceptibility of the weld joint to cracking. The cracking tendency increases with restraint intensity (K) of an assembly. The critical restraint intensities determined for the two steels were found to be· in excess of 1680 kg/mm.mm, indicating good welding behaviour with the following welding conditions : for Cu-TMT rebars with no preheat and no rebaking and for Cu-Cr TMT rebars with no preheat and fully baked electrodes; that is under low hydrogen levels."

Jan 1, 1998

By R. K. Hopkins

Fox a great many years fusion welding has been used in and around petroleum refineries, but it is only within six or seven years that the more important pressure vessels have been constructed by this process, because before that time the properties of fusion welds would not withstand such rigorous service. Since the adoption of fusion welding for the construction of this equipment, the refiner has required pressure vessels suitable for operation over a very wide range of conditions. On the one hand, vessels must operate at extremely high temperatures, in the range of 950° to 1000° F., and on the other vessels must be suitable for operation at sub-zero temperatures down as low as -75° F. Also, vessels are required suitable for operation at pressures upwards of 1000 lb. per sq. in., and as low as a 29-in. vacuum. In addition, vessels are required to withstand the attack of very corrosive mediums. It has been a rather difficult task for the fabricator to meet all of these requirements, but as a result of the extensive research carried on by steel manufacturers and several fabricators of class I vessels, practically all of these demands have been met. In order to meet the refiners' requirements for this wide range of conditions, the fabricator has worked closely with the metallurgist. This has enabled him to choose the proper base metal for each service condition, but it has been the fabricator's problem to develop a welding rod and welding technique, as well as a heat-treatment, that would produce in the welded vessel characteristics in and around the weld comparable to those in the base metal. Where corrosion is not a serious problem, and where the operating temperatures are not too high, ordinary carbon steel has served very well. But when corrosion is serious, and/or when the temperatures are either very high or very low, it is necessary to use some form of alloy steel to give satisfactory service.

Jan 1, 1935

By R. K. Hopkins

For a great many years fusion welding has been used in and around petroleum refineries, but it is only within six or seven years that the more important pressure vessels have been constructed by this process, because before that time the properties of fusion welds would not with-stand such rigorous service. Since the adoption of fusion welding for the construction of this equipment, the refiner has required pressure vessels suitable for operation over a very wide range of conditions. On the one hand, vessels must operate at extremely high temperatures, in the range of 950° to 1000° F., and on the other vessels must be suitable for operation at sub-zero temperatures down as low as -75° F. Also, vessels are required suitable for operation at pressures upwards of 1000 lb. per sq. in., and as low as a 29-in. vacuum. In addition, vessels are required to withstand the attack of very corrosive mediums. It has been a rather difficult task for the fabricator to meet all of these require-ments, but as a result of the extensive research carried on by steel manu-facturers and several fabricators of class I vessels, practically all of these demands have been met. In order to meet the refiners' requirements for this wide range of conditions, the fabricator has worked closely with the metallurgist. This has enabled him to choose the proper base metal for each service condition, but it has been the fabricator's problem to develop a welding rod and welding technique, as well as a heat-treatment, that would produce in the welded vessel characteristics in and around the weld comparable to those in the base metal. Where corrosion is not a serious problem, and where the operating temperatures are not too high, ordinary carbon steel has served very well. But when corrosion is serious, and/or when the temperatures are either very high or very low, it is necessary to use some form of alloy steel to give satisfactory service.

Jan 1, 1935

By R. K. Hopkins

For a great many years fusion welding has been used in and around petroleum refineries, but it is only within six or seven years that the more important pressure vessels have been constructed by this process, because before that time the properties of fusion welds would not with-stand such rigorous service. Since the adoption of fusion welding for the construction of this equipment, the refiner has required pressure vessels suitable for operation over a very wide range of conditions. On the one hand, vessels must operate at extremely high temperatures, in the range of 950° to 1000° F., and on the other vessels must be suitable for operation at sub-zero temperatures down as low as -75° F. Also, vessels are required suitable for operation at pressures upwards of 1000 lb. per sq. in., and as low as a 29-in. vacuum. In addition, vessels are required to withstand the attack of very corrosive mediums. It has been a rather difficult task for the fabricator to meet all of these require-ments, but as a result of the extensive research carried on by steel manu-facturers and several fabricators of class I vessels, practically all of these demands have been met. In order to meet the refiners' requirements for this wide range of conditions, the fabricator has worked closely with the metallurgist. This has enabled him to choose the proper base metal for each service condition, but it has been the fabricator's problem to develop a welding rod and welding technique, as well as a heat-treatment, that would produce in the welded vessel characteristics in and around the weld comparable to those in the base metal. Where corrosion is not a serious problem, and where the operating temperatures are not too high, ordinary carbon steel has served very well. But when corrosion is serious, and/or when the temperatures are either very high or very low, it is necessary to use some form of alloy steel to give satisfactory service.

Jan 1, 1935

By H. Thomasson

This paper will deal with on-site maintenance welding using the stick electrode, electric arc process. It is primarily concerned with the underlying principles, the application of which, or the lack of such application, governs the success or failure of the operation. It will discuss first the base metal or item to be welded, including the field identification of its weld-ability and the determination of the procedures to be followed. Second, it will outline heat effects and the interrelation between heat applied as part of a welding operation and heat deliberately applied as part of a heat treating cycle, stressing the fact that in welding the same basic principles are effective. The third consideration will be weld metal and its control of both composition and properties. Last, but not least, distortion, shrinkage and residual stress will be considered and practical means for minimizing their adverse effects outlined.

Jan 1, 1967

By C. R. Whittemore

IT can be truly stated that no branch of the engineering industry has progressed more rapidly in the last few years than that of welding. In spite of depressed economic conditions, this industry has continued to advance along scientific lines, replacing the old hit-and-miss method of welding. The development work is intensive, and increased activity is recorded in every sphere of the industry, new applications of existing methods, together with new processes, being added to those already proved in practice. The general acceptance of the welding processes can be measured by their utilization as a manufacturing tool in the metal-working industries. Many manufacturers have partially or wholly adopted welding. These concerns have on their staffs welding specialists, design engineers, and metallurgists, who are qualified to design and supervise the manufacture of welded parts, at a considerable saving to the purchaser. The steady, consistent, and sound growth of welding is based upon investigation of the fundamentals of the various processes, together with their proper application. The classification of welding processes varies in different countries. In Europe, they are divided into two main classes, namely, heterogenous and autogenous. In the former, the parts are joined, as a ruler without melting the edges, and by using as filler a metal different from that of the object welded. Such welding differs from soldering and brazing in that higher temperatures are required to effect the union of the parts. In autogenous welding, the parts are joined by melting of the edges, with or without the addition of a material similar to the parts being joined.

Jan 1, 1936

By J. G. Price

"The paper reviews state-of-the art welding processes and consumables for structural and pressure equipment applications in offshore environments, particularly the Arctic. Optimum selection of consumables will be discussed with regard to the facility to meet tentative toughness requirements in weldments. Finally, the development of welding procedure specifications will be considered in relation to the prevention of hot or cold cracking and lamellar tearing.Welding RequirementsGeneralThe exploitation of Canadian frontier oil and gas reserves will require a fleet of various types of offshore structures. These will include fixed jacket types and semi-submersibles for the East Coast with huge man-made islands and icebreakers for the Arctic regions. Both these regions will also require supply and drill ships plus subsea pipelines and cargo tankers for transportation. Clearly the welding of these items will plays large part in the over-all integrity and safety of exploration and production operations.The required development in structural steels and pressure vessel steels, for current and future offshore structures, to improve properties, particularly toughness for lower temperature service, has also prompted welding researchers to develop process and consumable combinations to match the parent plate specifications. This development has had to consider particular aspects of weldability such as a low susceptibility to cold cracking and preventing low HAZ toughness. Current research has centred on attempts to increase HAZ toughness with higher heat input welding of newly developed structural steels.The installation of Arctic region pipelines has provided a sound base for future, more complex fabrications in the most severe service temperatures in the Canadian frontier although few of the installations have been designed to the lowest possible exposed temperature of -62°C."

Jan 1, 1987

By H. M. Hobart

THIS paper deals principally with investigations undertaken by the Welding Research Sub-committee of the Welding Committee of the Emergency Fleet Corporation. The general object of the investigations has been to extend the use of welding in the construction of merchant ships and, specifically, to provide a definite basis for obtaining the best economy and efficiency in employing welding in place of riveting in the construction of the hulls of such ships. Composition of Ship-plate Steel The chemical composition of the steel employed in such hull construction varies with the thickness of the plates. Through the courtesy of Mr. H. Jasper Cox of Lloyd's Register of Shipping, the following information may be given concerning the kind of steel plate employed in American Shipyards in 1918 for the hull construction of merchant ships. Lloyd's requirements do not relate to the chemical composition. They require a tensile strength of 58,000 lb. per square inch (40.75 kg. per sq. mm.) for their lower limit and 72,000 lb. per square inch (50.59 kg. per sq. mm.) for their upper limit. For the information of the Committee, Lloyd's obtained from their surveyors at various works data of the carbon content, which is as follows:

Jan 2, 1919

H. G. KNOX,* Norfolk, Va. (written discussion?).-There is one subject that Mr. Hobart seems to have inadvertently omitted from his very valuable paper, and that is corrosion. The shipbuilder, perhaps more than anyone else, has constantly to guard against it, our chief reliance being paint and galvanizing, where practicable. The corrodibility of a welded. joint is salt water must be determined before deciding whether this type of construction is to supersede riveting. At the present time, this question cannot be answered, although considerable work has been started in an attempt to arrive at a conclusion. The British Admiralty and several British shipbuilders have studied it extensively. Their experiments and conclusions have been very carefully followed and reported in this country by Naval Constructor Goodall of the British Navy. To date, these show that no undue fear need be felt from corrosion. At the Norfolk Navy Yard a series of plates welded with various electrodes were submerged in dilute sulfuric acid, such as is used in cleaning prior to galvanizing. While this test may not be conclusive in any quantitative way, it does show a marked difference in the corrodibility of welds made with different electrodes tinder different conditions. To thaw any conclusions from this accelerated this accelerated test would be, however, ill advised. In riveted joints, the exposed heads and points of the rivets always show the greatest tendency to corrode. This is clue to two reasons: first, as they are raised above the surrounding surface the paint is more susceptible to abrasion; and, second, electrolytic action is set up between rivet and plate. These same reasons lead us to expect a tendency of the welded joint to corrode. Various methods have been suggested for decreasing the probable inherent corrodibility of the weld, in addition to the customary coat of paint. These generally embody the introduction of alloys, principally copper; into the electrode material. Plating the electrode with copper is not effective in that the deposited copper segregates in the weld and actually increases the electrolytic action. As far as is known, no extensive test on the so-called copper-bearing alloy steels, which might be made up into electrodes, has been carried out, but when obtainable, electrodes of this alloy will be subjected to service tests.

Jan 6, 1919

F. AT. FARMER*, New York (written discussion?)- The paper presents many phases of the welding art concerning which there are very divergent views. In many cases, the wide differences of opinion are based on the results of mechanical tests, but an examination of the mechanical test data discloses a wide variation in character of the tests made and in the details of procedure, so that it is frequently not only difficult to analyze and check the basis of the conclusions but impossible to correlate various groups of test results. It would seem, therefore, that the technique of testing welds is one of the phases of the welding art that should be studied and standardized in order that the results of mechanical tests made by different people may be strictly comparable and have the same significance to all. The vital difference between testing a specimen of steel that includes a welded joint and testing an ordinary specimen is the non-homogeneity of the weld specimen. The weld specimen has at its center a section composed of material that usually has physical, chemical, and metallurgical characteristics distinctly different from the adjoining metal. Furthermore, the section of added metal is more or less irregular and the ratio of added metal to original metal in the section is quite variable. Consequently the details of procedure and of recording data should be more minutely prescribed than in the testing of ordinary specimens. A conspicuous example f a mechanical test that requires standardization is the cold bending test, a standard test for mild steel. With the usual method, the specimen is bent around. a pin of prescribed diameter and, as all specifications usually require bending to 180° without fracture, the manner of applying the load is immaterial because the specimen is ultimately completely wrapped around the pin. But a specimen containing a welded joint at the center will usually not withstand bending to 180° because of the much lower ductility of the deposited metal in the weld. It is therefore obvious that the farther apart the points of support are the greater will be the angle attained before cracking occurs, simply because most of the bending will take place in the original metal. It is therefore highly desirable that there be prescribed a standard test that fixes exactly the distance between the supports, the curvature of the surface of supports, and the relation between this curvature, that of the loading surface, and the thickness of the specimen.

Jan 5, 1919

A. M. CANDY,* Pittsburgh, Pa.-According to the tables on page 532, the deposit obtained with Roebling cold-rolled steel, and Toucan electrodes contained considerably less carbon and manganese than the original electrodes; whereas very little carbon is lost in the case of the hot-rolled steel electrode. When using the hot-rolled steel electrodes, the metal apparently has a tendency, probably due to greater surface tension, to pass through the arc in larger particles than the other electrode materials. This affords greater protection against oxidation, and thereby prevents much loss of carbon. The larger globules tend to increase the arc fluctuations due to greater partial short-circuiting of the arc. Actual oscillographic records show that with the hot-rolled steel electrodes the current peaks were 70 per cent. above normal whereas the peaks for the other electrodes were only about 25 per cent. -above normal. Probably due to the larger globules, a greater proportion of slag in the electrode was carried into the weld. Some four or five test pieces made with the hot-rolled steel electrodes were all considerably below the tensile strength of the samples welded with the other electrodes. These facts indicate that an electrode may not be satisfactory even though of approximately the proper chemical composition. For example; the hot-rolled steel and Roebling electrodes are quite similar in chemical analysis.

Jan 4, 1919

"WELFARE…Welfare endeavor in connection with both the metal and the coal mines of Utah has shown gratifying progress during recent years and both the operators and their employees are deserving of much credit for the efforts put forth to better living, working, educational and receational conditions in most of the mining camps of the state.In the older metal mining camps of Utah, where the towns are incorporated and independent of the mining properties operating in the vicinity, less opportunity is pre¬sented for the companies to exercise efforts looking towards improved welfare conditions than is the case of camps located on company ground and under the full control of operators.Even in such camps, however, as illustrated in Bingham, the companies can do much to better welfare conditions. In this camp the Utah Copper Company has spent $800,000 since 1 920 in the erection of modern brick cottages, apartment houses and the Gemmell Memorial Club. The cottages and apartments have every convenience to be found in up-to-date city homes. The Gemmell Memorial Club, erected and equipped at a cost of $1 75,000, was provided by the company for the benefit of the Utah Copper Company employees living in the canyon and has been made the recreational center for the camp."

Jan 1, 1925

Welfare endeavor in connection with both the metal and the coal mines of Utah has shown gratifying progress during recent years and both the operators and their employees are deserving of much credit for the efforts put forth to better living, working, educational and receational conditions in most of the mining camps of the state. In the older metal mining camps of Utah, where the towns are incorporated and independent of the mining properties operating in the vicinity, less opportunity is presented for the companies to exercise efforts looking towards improved welfare conditions than is the case of camps located on company ground and under the full control of operators.

Jan 1, 1925

By Jerry Wallace

The goal: At an industrial site, sever a well pipe containing an interior obstruction in a timely, cost effective manner by using a shape-charge to cut through the casing more than 50 meters below ground surface from the outside, doing so while inside a larger pipe, without damaging the larger pipe. The problem: Pumps and retrieval tools stuck nearly 50 meters below ground surface inside a 305 mm diameter by 9.5 mm wall thickness water well casing. The well, depth of 185 meters, had to be inspected for contaminates then properly decommissioned before industrial expansion could take place overhead. The limitations: A 508 mm diameter pipe had been driven around the 305 mm pipe to a depth of 63 meters. The usable internal diameter of the larger pipe was about 480 mm while the smaller pipe had buckled at one point forming a 350 mm wide spot. The charge thickness was limited to less than one-half the difference. Additionally, water that filled the annular space between the two pipes had to be displaced for the charge to work properly. The solution: Enlist the support of the shape-charge manufacturer to design, build and test a charge to work under the conditions present, then make it work in the field.

Jan 1, 2000

By J. M. Pugliese

The U.S. Bureau of Mines is developing designs and estimating costs for vertical in situ copper mining wells as part of its in situ mining research program. Conceptual designs and estimated costs for "deep" 1100 m (3600 ft) recovery and injection wells in an undisturbed copper ore zone are presented. Within a single in situ copper mining well, multiple perforated well completions and associated costs are discussed for two ore zones between depths of 370 m (1200 ft) and 550 m (1800 ft). The order of well specifications for designing these wells is explained.

Jan 1, 1995

By S. G. Axen

Design of wells for in-situ leaching is based on individual mining operation and ore deposit requirements. Major design considerations are well flowrate, depth, fluid composition, expected well life, mine operating plan and cost. A large variety of downhole equipment, materials of construction, contract services and methods of well completion and stimulation are available. A generalized design procedure which allows the engineer to optimize well design for a particular ISL application is described.

Jan 1, 1988

By Stanley J. LeFond, Neal Davis

Drilling an oil well or most other types of drilling or coring is no longer a simple and uncomplicated operation. Drilling today at depths which exceed 30,000 ft is hazardous and requires personnel with long and varied experience in drilling. It also requires extensive experience and knowledge in the use of materials which are added to the drilling fluid or "mud," more often than not materials utilizing an industrial mineral. The drilling fluid can vary from a simple mixture of water and "mud" to a very sophisticated, scientifically compounded drilling fluid. Industrial Minerals Used in Drilling Fluids Industrial minerals which are commonly used in oilwell drilling and completion are listed on [Table 1]. The most important minerals, determined by sales, are bentonite and barite. The other minerals listed are either used to achieve a specific purpose or are used regularly but in limited quantities. The main suppliers of drilling fluids internationally are Magcobar Div., Dresser Industries, Inc.; Baroid Div., National Lead Co.; IMC Drilling Mud Co., (a subsidiary of International Minerals and Chemicals Corp. and Halliburton Co.) ; and Milchem, a division of Baker Industries. Most of the industrial minerals are found in North America, with barite mines and processing plants located in Nevada, Arkansas, Missouri, and Arizona, and bentonite mines near Graybull, Wyo. Other mines, such as those in Nova Scotia, are capable of shipping to South America and to the European and Middle East countries. Most of the materials processed by any of the suppliers must conform to specifications set by the American Petroleum Institute (API) or the Oil Companies Material Organization (OCMA). These specifications provide for uniform physical and chemical properties of the materials to be sold on the open market.

Jan 1, 1975