DOCSLIB.ORG

Message from the President

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Message from the President Issue No. 110 Summer, 2006 Message from the President 1 CABLE ROAD POMFRET, CT 06258 TEL: 860-928-7981 FAX: 860-928-6167 WIRE & ROPE DIVISION E-MAIL: [email protected] Dear AWRF Members, As I sit to compose my last of four “Letters from done by our Entertainment Committee chairperson the President”, I am amazed at how quickly time has Denny Worswick. Of course the persons who make passed! It seems like yesterday that I wrote my first it all come together are our Executive Director Jeff one right after the fall meeting in Boston. All the Gilbert and his assistant Dee Dee. Without their hard past presidents had told me that my term would go work none of it would happen. by in the blink of an eye and they were right! In March of this year I was invited to the OIPEEC It’s been a busy 2006 so far and I don’t see it meeting which was held in Athens, Greece. I was letting up. Our Spring General Meeting was held in also invited to sit in upon their Management Board St. Petersburg, Florida. For those of you who were meeting. I took this opportunity to propose to not able to attend the meeting, you missed one of their Board that OIPEEC should join AWRF so our best. The hotel was lovely and the weather that their members would be able to attend our was cooperative. The presentations were excellent meetings. This proposal was well received and they due, a great deal, to the work of our Program made the counter proposal that AWRF should join Committee chairperson, Mr. Paul Boeckman. Our OIPEEC so the same benefits could be extended to hats go off to you Paul for putting together an our members. At the closing banquet the OIPEEC impressive program. Our featured presentation was President and I signed a “Letter of Understanding” “Wire Rope Forensics” by Roland Verreet of Wire that we would join each others organization so Rope Technology in Aachen, Germany. Roland’s our members can receive the benefits of both. It last presentation to the AWRF was at our fall 2001 was a significant moment for both organizations, meeting in New Orleans. Roland is one of the most one which I hope AWRF can build upon and enter knowledgeable people in the world on the subject into similar arrangements with other like minded of wire rope. Roland’s presentation spanned both organizations around the world. To learn more about days and kept us all fascinated and asking for more! OIPEEC, visit their web site www.oipeec.org . All Our entertainment at the banquet was “Motown AWRF members can now attend OIPEEC meetings Madness” featuring the Blues Brothers. They had at the member rate. They only hold their technical the dance floor packed and then some! I had not meetings every other year and I believe the next ever seen so many of our members out on the dance meeting is scheduled for South Africa in 2008. A floor at any other meeting. From young to not so deep mine tour as part of the program is planned. young, they were dancing! Another great job was Continued on page 33 Contents: ASSOCIATED WIRE ROPE FABRICATORS Corrosion in Wire Rope Insurance and Legal Resources “An association serving the Committee lifting, rigging, and load securement industry” Government Affairs Small Business AEDC Economics Corner P.O. BOX 748 • WALLED LAKE, MI 48390 Health Care Plans Candidates for the Board of 1-800-444-2973 Safety Committee Directors PHONE: 1-248-994-7753 • FAX: 1-800-666-2973 News About Members AWRF Calendar e-mail: [email protected] • website: www.awrf.org 2 Come to San Antonio October 22-25 Watch for information at www.awrf.com 3 SHOP TALK Corrosion in Wire Rope Don Pellow, P.E. Lubricating wire rope products is a When Wire rope is manufactured, necessity for all wire ropes exposed to the it is common practice to thoroughly elements, whether they are Lubricating coat a wires as they are formed at the wire rope products is a necessity for stranding machine, resulting in the wires all wire ropes exposed to the elements, being completely coated around their whether they are operating over sheaves, circumferences (Image 2). However, as around drums (Image 1), or just absorbing the wire rope is used, the lubricant is vibration and/or shock loading as standing lost by a combination of external forces lines Even wire rope slings require field and conditions. These include handling re-lubrication. Lubrication is necessary during shipment and installation; wear, for two primary reasons. First, it will allow abrasion, and contact with drums, the wires to properly move and adjust to sheaves or guides, compression forces equalize loading as the wire rope or cable between the wires, strands, and core-, passes over sheaves, around a drum, or and environmental conditions such as simply supporting a load with line tension moisture, heat, wind blown particles, or fluctuations. Second, the lubrication chemicals. provides a protective barrier to prevent The first stage of corrosion is the or inhibit corrosion or oxidation of the appearance of a light, orange-colored steel wire surfaces. oxidation on the outer wires. In operating Image 1 wire ropes, this usually occurs on the If left unchecked, this initial surface crowns of the wires where they contact corrosion will spread across the worn, sheaves, drums, or guides (Image 3). This uncoated surfaces, and it will become is superficial rust and can be wiped from thicker and begin to penetrate the wire surfaces (Image 5). If the wire rope travels over sheaves or around drums, Image 2 small steel particles consisting mostly of iron oxide can begin to flake from As the lubricant, or even a galvanized or the wire surfaces. This will expose new aluminized coating, is worn or removed areas of bare steel wire, which then re- from the wire surfaces, the bare steel initiates the corrosion process. wires come into direct contact with the Image 3 environment. Corrosion or rust will begin to form on these unprotected steel surfaces in the presence of moisture, air, or other chemicals. The process of oxidation begins, which can result in catastrophic consequences if left unchallenged. Image 5 As the amount of lubricant continues Don Pellow, P E., is president of to decrease, red corrosive oxides will Pellow Engineering services, Kansas Image 4 appear in the valleys of the wire rope city, Mo, an engineering consulting and between the outer wires (Image firm with expertise in wire rope and the wire rope with no apparent damage 6). At this point, the lubricant within slings. He also is the publisher of to the wires (Image 4). At this time, it is the wire rope is greatly depleted, and Bob’s Rigging and crone Handbook recommended to re-lubricate the wire the strand-to-strand contact areas Pellow can be reached at dpellow@aol. rope to prolong the wire rope’s service. com and www.donpellow.com. 4 A wire rope in this highly corroded condition may experience randomly broken wires in the section when traveling over sheaves or around drums due to reduced wire strength and unequal loading among all the wires and strands Image 6 (linage 9). linage 10 depicts a wire rope display, a rusty condition. Because the with minimal outer wire wear in a very section of, this particular wire rope has advanced stage of pitting corrosion been operating over sheaves, the crown that was tensile tested to its remaining of the outer wires have been exposed ultimate strength. It broke at 50 percent to elements, for some time, and the of its original certified strength with corrosion has begun to penetrate the only two outer strands rupturing mg. surfaces of the crowns of the outer Normally, a new, unused wire rope pulled wires (Image 7) in a random crevice to breaking strength will result in three to pattern. This “pitting corrosion” is an advanced stage of oxidation of the steel, which has begun to reduce the cross-sectional steel area of the wires. Image 9 ’ Image 7 Oftentimes at this stage in wire rope service life, the inside of strands may lose all traces of lubrication and begin to show internal corrosion (Image 8). Unrestrained and continued use of the Image 10 wire rope in this same environment, the four outer strands and the core breaking, corrosion will continue to attack the which reflects on the fact that severe steel wires. The corrosion culminates in corrosion dramatically reduces the significant loss of cross-sectional steel strength of a wire rope, not by only areas, the reduction in bending fatigue loss of cross-sectional steel area but by life of the wires, and lack of wire rope inhibiting the free movement of the wires flexibility. The end result is a wire rope and strands. with appreciably less strength, reduced Reapplying lubrication at such an bending fatigue life, and the inability to advanced stage of corrosion will have little equalize loading among the wires and effect on prolonging the wire rope service; strands as it is flexed or bent it actually may generate a dangerous situation by covering up or hiding the pitting corrosion that would otherwise be obvious during visual inspection. Lubrication at this stage of severe pitting corrosion will not reinstitute the integrity of the wire rope. In fact, wire rope should never be left in service in such condition and must be replaced at a much earlier stage of corrosion as prescribed by ASME Image8 standards and OSHA regulations.
Load more

Recommended publications
  • Morris Canal and Banking Company Business Papers 1843 - 1864
    Morris Canal and Banking Company Business Papers 1843 - 1864 Held by Special Collections, Linderman Library Lehigh University, Bethlehem, Pennsylvania 18015 Call No.: SC MS 0156 One box, .05 linear feet Abstract: The Morris Canal started in 1825 was built from Phillipsburg, New Jersey on the Delaware River eastward across northern New Jersey to connect in 1831with the Passaic River tidewaters as a public highway. By 1836 it was extended to Jersey City on the Hudson River. Its main commerce was carrying coal from Pennsylvania’s Lehigh Valley to the growing iron industry in New Jersey and iron ore back to Pennsylvania but also carried other freight. The canal was the only canal in America that utilized inclined planes to overcome the elevations involved in crossing hilly northern New Jersey. In 1871, Asa Packer’s Lehigh Valley Railroad leased the canal company to transport Pennsylvania anthracite to markets in the Northeast. This collection of business papers represents the peak years of freight transportation on the canal. The papers represent receipts, checks, ledger accounts, personal business correspondence, bills of lading, tolls and tariffs, and two maps. Contact Information: Special Collections Linderman Library Lehigh University Bethlehem, Pennsylvania 18015, USA Phone: 610-758 4506 Fax: 610-758 6091 URL: http://www.lehigh.edu/library/speccoll/specialcoll.html Processed by: Eleanor Nothelfer Repository: Lehigh University, Linderman Library, Special Collections M0156_morris_canal 1 April 13, 2009 Creator: The Morris Canal and Banking Company Title: The Morris Canal and Banking Company Business Papers Restrictions to Access: This collection is open for research. Preferred Citation: [Identification of item], The Morris Canal and Banking Company Business Papers 1843 to 1864, SC MS 0156, Special Collections, Linderman Library, Lehigh University, Bethlehem, PA Copyright Notice: Please inquire about copyright information.
    [Show full text]
  • Aerial Mine Tramways in the West
    From Gold Ore to Bat Guano: Aerial Mine Tramways in the West Robert A. Trennert* hen famed mining engineer T. A. Rickard It is difficult to be sure when the first ropeway was toured the San Juan Mountains in 1903, constructed in the United States, although Peter he referred to the aerial tramways near Cooper claimed that honor for a small tramway he W Silverton as "great spider's webs ... built for transporting fill-dirt near Baltimore in 1832. spanning the intermountain spaces."1 Indeed, visitors Two decades later the same individual constructed a to many of the western mining districts at the turn of two-mile ropeway to transfer iron ore, coal, and the century were impressed by the daily operation of limestone to a blast furnace in New Jersey.3 spectacular aerial trams. Although a significant part Undoubtedly, other such devices sprang up at various of the mining scene, very little has been written about industrial sites prior to the Civil War, but it took the the history and technology of this ubiquitous method mining boom of the 1870s to create a demand for of transporting ore, supplies, and personnel. As a these concepts. supplemental means of transportation, trams were One of the major challenges engineers faced as considerably less glamorous than railroads, yet without western lode mining developed was the transportation them it would have been impossible to operate many of ore and supplies between the mine and reduction of the most notable western mines. This paper facilities. In many locations mine entrances were presents an overview of the development and located in rugged terrain, high up in the mountains, implementation of aerial mine tramways.
    [Show full text]
  • The Western Power and Smelting Company Tramway System
    CHAPTER 4. THE WESTERN POWER AND SMELTING AERIAL TRAM SYSTEM (24PA879) -- Clear and warm. Visited the mines, found most of the lodes covered with snow from 2 to 10 feet deep, while a few are clear of snow. Most of the party are already becoming discouraged, & think the snow will remain all summer. I think different. -A.B. Henderson, June 12th, 1873 from: “Journal of Various Prospecting Trips, Stampedes, and [etc.] During the years 1871 and 1872” 4-1 The Western Power and Smelting Company Tramway System The Western Smelting and Power Company constructed the two-part aerial tramway to connect the Homestake and Gold Dust Mines to the company's copper smelter. Construction began on the tram system in 1923 and was completed in 1925. The smelter was built between 1916 and 1921. When completed, the tram operated at a speed of twelve miles per hour and was capable of delivering 250 tons of ore to the smelter every six hours. The right- of-way of the tram system was 30 feet wide and power was supplied by the company's 350 kilowatt hydroelectric plant on the Clark's Fork River. Although the smelter was completed by 1921 and the tram four years later, neither the tram nor the smelter were in operation by 1926. Further, there is no evidence that either component of the company's operation was ever used in commercial production. By late summer 1926, the Gold Dust Adit had reached 2,100 feet and had not tapped the Homestake's ore body at depth. In 1929, Lovering reported that Western Smelting and Power Company had failed to stockpile any ore since the expected ore body failed to materialize as promised.
    [Show full text]
  • SECTION 1 Wire Rope
    Complete Contractor and Industrial Supplier • Sling and Rigging Specialist Since 1930 Visit us online at www.hanessupply.com SECTION INDEX 1 SECTION 1 W i r e Wire Rope R o p e AIRCRAFT WIRE ROPE 101 WIRE ROPE Cable .......................................................1-18 Abrasion and Bending ..............................1-4 7-Strand ...................................................1-16 Bridge Rope ............................................1-16 BRIDGE Block Twisting .......................................1-4–5 Cable .................................................1-18–20 Wire Rope ................................................1-16 Calculating Drum Capacity ........................1-8 Common Abuses .......................................1-5 Corrosion Resistant .................................1-17 CABLE Common Causes of Failure .......................1-6 Drag .........................................................1-13 Aircraft .....................................................1-18 Conversion Tables Metric/English .............1-8 Electrical Construction ............................1-14 Alloy .........................................................1-20 Cross Sections (Illustrations) ....................1-2 Elevator ...................................................1-14 Coated .....................................................1-20 Design and Construction ...........................1-1 Flattened Strand ......................................1-12 Stainless Steel .........................................1-19 Glossary ............................................1-21–22
    [Show full text]
  • History of Schuylkill County, Pa
    Contributed for use in USGenWeb Archives by R. Steffey. Typing and editing by Jo Garzelloni and Carole Carr. USGENWEB NOTICE: Printing this file by non-commercial individuals and libraries is encouraged, as long as all notices and submitter information is included. Any other use, including copying files to other sites requires permission from the submitters PRIOR to uploading to any other sites. We encourage links to the state and county table of contents. ___________________________________________________________ HISTORY OF SCHUYLKILL COUNTY, PA. with Illustrations and Biographical Sketches of Some of Its Prominent Men and Pioneers. New York: W. W. Munsell & Co., 36 Vesey Street, 1881 Press of George Macnamara, 36 Vesey Street, N.Y. ___________________________________________________________ Acrobat transcriber’s note: The original transcribers of this work are: Josephine Reed Garzelloni and Carole Lyn Carr - January to April, 1998 Everyname Index by R. Steffey - January, 1998 and they deserve our hearty thanks! I have transcribed this work from the many text files I found on the web into one Adobe Acrobat file, so that other researchers will be able to use and print this wonderful resource from their own computers more easily. The pages correspond with their original page numbers, so the Everyname Index which starts on page 391 is useable. However, this made formatting the pages a nightmare, so I did my best and tried not to worry about it. Enjoy! Paul Welcomer - 5/21/2001 1 OUTLINE HISTORY OF PENNSYLVANIA Chapter I Pages 9-11 The
    [Show full text]
  • Human Powered Chain Ferries
    Human Powered Chain Ferries by Theo Schmidt Historically most crossings of inland waterways not served by bridges were probably with ferries worked by oars or paddles. Today they are mostly motorized. However many small cable ferries still exist, which utilize the river current, human power, or both. Although larger cable ferries are motorized., the use of human power is so efficient, that even many-tonne such ferries can be worked by human power. This includes historic ones in England and USA and modern ones mainly in Germany and the Netherlands. This article lists some of these, mainly the ones which use chains rather then ropes as cables, and describes how they operate. Example of a simple human-powered chain ferry with a single central chain. Human-powered Chain Ferries Page 1 of 11 What is a chain ferry? Chain ferries belong to the category of cable ferry. Mostly the cables used are wire ropes rather than chains and where feasible the ferries utilize the water current as motive power – they are then called reaction ferries. This involves the use of long ropes suspended over a river, stretched near the surface, or supported by buoys. However it is also possible to use heavy cables which are not stretched but normally lie loosely at the bottom of the body of water, thus invisible and not impeding shipping. In this mode of operation, chains are particularly suitable, as they are very flexible and easy to grip without slipping – by hand or with chain sprockets. In operation, the ferry pulls itself along one or two ropes or chains, or sometimes using one chain for pulling and one rope for extra guidance.
    [Show full text]
  • Hercules Aerial Tram/Mobility Study & Report
    Hercules Aerial Tram/Mobility Study & Report Prepared by Reconnecting America Table of Contents I. REPORT SUMMARY:............................................................................................................................... 2 II. ROPEWAYS IN THE UNITED STATES ................................................................................................ 2 III. OPERATIONS: HOW DO THEY WORK AND WHAT ARE THE COSTS ASSOCIATED? ............. 4 IV. POTENTIAL APPLICATIONS IN URBAN ENVIRONMENTS: ADVANTAGES AND DISADVANTAGES TO AERIAL ROPEWAYS.......................................................................................... 7 V: LOCATIONS: WHERE ARE AERIAL TRAMS LOCATED IN THE UNITED STATES?................... 9 VI. CONSTRUCTION: WHAT PARTS MAKE UP THIS TECHNOLOGY, AND WHO ARE THE VENDORS? ................................................................................................................................................. 11 VII. CASE STUDIES: THREE AERIAL TRAM OPERATIONS AND/OR PLANNING PROCESSES.. 13 VIII. ALTERNATIVE MODES AND ROUTES: ....................................................................................... 17 IX. POSSIBLE FUNDING SOURCES:....................................................................................................... 28 X. RECOMMENDED NEXT STEPS:......................................................................................................... 31 XI. HISTORICAL APPENDIX ..................................................................................................................
    [Show full text]
  • Journal of the Lycoming County Historical Society, Fall 1979
    ? Y 177f; .l\. {:!10 \! {; I. l;11:) TO o['R DP J !JL7, lJ' l:t o (;- le xi. )I ' I)ll ,}=. f't'oc'a iou It'U{ $1t'tn tt j't".nlt of tilt' (:qltlt {ft ttpp at 9 clfid{, .t,}l ORDER OF PROCESSION TO THE GROVE }t'ilti{ ltt ]+o+'f f! .ti ! {tn€1. IR l:'rt:J:Xl:.I) {'":qlO'N' S{)J,i)'l'l:.liS. ] ('l.ltt }tt itty'p {+J' JI t't'till VI't} l (}l'fttfll ' ai' tier .I)lilt. J:t it(tcl. Of lite }.ttttt'tttif))I }l({ t'llP ('tt')'V!}. q YqJt{)tt/ )t{.ll'S r.itf'ri;tl'11 .}S8\ I'i).l-till'il {tltrt -t)}lU }.{(tbs. ('itiZf'llS {ttl(I lil.r(I l€1f,1.8. tX'l'.) l£C. ORDER OF TH€ DAY AT THE GROVE {)I'l.:XI Xl} ll'l:.t. Y I.:} Stat)' gila)I(Jlt'tt; liltltfr. lit.{t(titlft of' tlu )pclttl'atiotl ttf' l+ttll ' )( H({fllf't'. o)itl-n 'lb}. iS0} tPq }l\ / \\'iJ.T.I.:\ i I.L '!: E)1]. t 'f.I. {) X \ .\ 31 tl Rile S'l'i l:if ;-. ll:s'l [.('' ]{ ]r ]' {]]: R:..tt X!). 5{)X( wtlf{)la +J{.d'. I){xl.i Olt a bo;tlt' ={ > ){€ Tat"+ t..J ,J,: t : 'l,ul{ tl I) :f':S)ur 'i'{) l:l='rt'RX.I,:l) $fl'l.I){t:ltS. SoX'{)in Jill } lltJ ('0}1tf8 }l'fttfltt ttl lift)}tf"l I,j:l.} r'T.t.'j DtN N E R F O R S O L DIERY .tr('.vr/ /i1' 7'1r,rJ fh£\Z).
    [Show full text]
  • Amusement Transportation by Wire Rope
    Amusement Transportation by Wire Rope D. Mark Doman, P.E. State of Michigan Mark Doman is the manager of ski and amusement safety in his home state of Michigan. He lives in Ann Arbor with his wife and two daughters who are now more avid skiers than they were when they lived in Salt Lake City with the mountains at their doorstep. Mark trained in the art and science of aerial ropeway engineering with Leitner in Italy and was their American engineering director when they started operations in North America. He was an engineering manager with roller coaster maker Arrow Dynamics in Clearfield, Utah and was project engineer for them on some of the world’s tallest rollercoasters. He is a professional engineer licensed in seven states and two provinces. He also designed snowmaking systems for Alford International in London, Ontario, sold SMI fan guns in the west when air-water was king, groomed snow at Alta and taught skiing at Snowmass. He is an advisory board member of Energy Works in Ann Arbor taking renewable energy to Michigan schools, focuses on wind energy and does consulting engineering. Page – 3.1 Amusement Transportation by Wire Rope D. Mark Doman, P.E. 1 There are significant parallels and commonalities between the ski and amusement industries and passenger transportation by wire rope goes back at least as far in amusement settings as it does in skiing. Every major amusement park has a “Sky Ride” made by one of the same suppliers that supply the ski industry, but the amusement industry uses wire rope to solve passenger transportation problems in some unique and interesting ways.
    [Show full text]
  • CONTEXTUAL ESSAY on WIRE BRIDGES HAER No
    CONTEXTUAL ESSAY ON WIRE BRIDGES HAER No. NJ-132 John A. Roeblin^ Sons Co. Trenton H^rt Mercer County ' . ^ New Jersey P*-*-^ r ^ WRITTEN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD National Park Service Dept. of the Interior 1849 C Street NW, NC300 Washington, DC 20240 HISTORIC AMERICAN ENGINEERING RECORD H^V£R CONTEXTUAL ESSAY ON WIRE BRIDGES N|-i HAERNo. NJ-132 ' V-jK&T/ Location: United States, but particularly associated with John A. Roeblings' Sons, of Trenton and Kinkora, NJ. Date of Construction: 19th and 20th centuries (extant buildings) Fabricator: various Present Owner: N/A Present Use: N/A Significance: The history of wire bridge evolution, at present, is badly garbled. New works and treatises are being published each year, some of which contain repetitions of factual errors corrected elsewhere, while others exhibit novel, or confusing explanations, sometimes inaccurate. This report is a summary attempt at reducing existing confusion about the suspension bridges built with ferrous metallic wire cables in the United States. Historian: Donald Sayenga, 1999. Mr. Sayenga is a management consultant based in Bethlehem, Pennsylvania, and serves as historian/archivist for the Wire Association International. He was formerly chief executive of Bethlehem Steel Wire Rope Division, and was responsible for Bethlehem acquiring the assets of the former John A. Roeblings* Sons Corp., Trenton, NJ. CONTEXTUAL ESSAY ON WIRE BRIDGES HAERNo.NJ-132 (Page 2) General Introduction Although the techniques of wire drawing and suspension bridge building are thousands of years old, proposals for bridges suspended by wire cables did not appear until the end of the eighteenth century.
    [Show full text]
  • STRUCT T~--RES for CABLEW
    UNITED STATES DEPARTMENT OF THE INTERIOR J. A. Krug, Secretary. GEOLOGICAL SURVEY W. E. Wrather, Director. lCULAR 17 September 1947 EQUIPMENT FOR RIVER MEASUREMENTS STRUCT t~-- RES FOR CABLEWAYS By . Charles H. Pierce · WASHINGTON, D. C. UNITED STATES DEPARTMENT O.F T·HE INTERIOR J. A. Krug, Secretary. GEOLOGICAL SURVEY W. E. Wrather, Director. l·~ULAR 17 September 1947 -·:================================================~ EQUIPMENT FOR RIVER MEASUREMENTS STRUCTURES FOR CABLEWAYS By Charles H.· Pierce WASHINGTON, D. C. STHJC'IDRES FOR OABLEWA!S CONTENTS Page Introduction • • • • • • • • • • • • • • • • • • • • • • • • • • • 1 Cableway across Columbia River above Oelilo Palls, Oregon • • • • 2 Design • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 4 Measurement of the span • • • • • • • • • • • • • • • • • • • 5 Loads ......, • • • • • • • • • • • • • • • . • • • • • • • • 5 TYPes of construction • • • • • • • • • • • • • • • • • • • • • • 8 Wire rope • • • • • • • • • • • • • • • • • • • • • • • • • • 9 6 x 7 wire rope • • • • • • • • • • • • • • • • • • • • • • • 10 6 :x: 19 wire rope • • • • • • • • • • • • • • • • • • • • • • 10 Tramway track strand • • • • • • • • • • • • • • • • • • • • 10 Grades ot steel • • • • • • • • • • • • • • • • • • • • • • • • • 11 Fatigue due to vibration • • • • • • • • • • • • • • • • • • • • • 11 Computations • • • • • • • • • • • • • • • • • • • • • • • • • • • 12 Fo1~mnl as • • • • • • • • • • • • • • • • • • • • • • • • • • 12 Elongation under load • • • • • • • • • • • • • • • • • • •
    [Show full text]