CISX 500, a depressed centre flat car.
#16
Yeah Bear!

That's by now already a fine example of scratchbuilt craftmanship. Thumbsup

Cherrs Lutz
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#17
Great-looking results, Bear! Applause Thumbsup Applause Thumbsup Applause Thumbsup Applause

Mr Fixit Wrote:.....As I understand it, a larger ingot would retain it's heat longer following its pouring and then during transit between one plant and the next and, so reduce the amount of "soaking" time and energy required to bring it back up to heat prior to rolling at the next plant.

You're right about larger ingots retaining heat longer, Mark, but the longer an ingot of this type of steel was allowed to cool, the longer and more involved was the practice to re-heat it. Usually, a cold ingot (not cold in the usual sense of the word, but likely under 500°F) would be placed in a cooled soaking pit (similar definition of "cool"), and the cover left off of the pit for a specified time period related to the time the ingot was stripped (had its mould removed or was removed from the mould). After that, the pit would be closed, but the burner not started until another specified time had elapsed. When firing of the pit began, the BTU input would be closely monitored, and the process was usually in steps rather than a continuous heating to rolling temperature. So heat to a certain temperature, then allow the entire ingot to soak to that temperature, then heat to the next step, and so-on.
While steels like this are extremely durable once they've gone through the entire manufacturing process, they can be very fragile at various points in that process.
I recall one incident where we had a heat of such steel coming to our mill,along with with a couple of other heats of more common grades. The other heats had been stripped first, so were cooler than the special one, but still visibly orange in their centres. The specialty steel, out of the stripper building last would be first into the mill and was destined to go into two somewhat separated soaking pits at the north end of the mill, while the other, cooler, grades needed to be spotted elsewhere. As the locomotive was pulling the two cooler heats from the stripper, the switchman 'phoned: "Hey pal, whereya gonna want this stuff spotted?" "Gimme three buggies at 18 row and the balance of that one at 14 , then 4 buggies at 11, 4 at 8, and the rest at 1." I replied. As I spoke, I was looking out the open side of the mill, to the stripper where the crane was removing the last couple of moulds from the heat.
I turned away to attend to something else, and when I looked again, the switchman, not wanting to get cooked while making that first cut, had a firehose trained on the two ingots on the adjacent buggies where the first cut needed to be made. Eek As the water hit the ingots, the thermal shock caused the surface to begin spalling off, almost instantly turning them into two very expensive pieces of scrap! Wallbang Crazy
I never did hear what became of him (he wasn't, as I recall, one of the regular switchmen...which might explain his actions).

Wayne
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#18
Looks great. Applause Have you thought about what you will be doing for weathering?
 My other car is a locomotive, ARHS restoration crew  
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#19
Thanks for the info Wayne.
It does sound like the process has opportunities for stuff ups present at too many points, increasing the likelihood of error.
My thinking is that the ingots need to be labelled with easily read tin signs designating the particular grade so that everyone is aware of which ingots require more specialised handling. Failing that the best option would be to run batches of each grade so there is no opportunity for mix ups within the process.
Looking back over the photos, the car and ingot seem HUGE when compared to the men standing trackside. A real Over Dimensional Load with Special Handling Requirements.
Mark
Fake It till you Make It, then Fake It some More
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#20
Schraddel Wrote:... a fine example of scratchbuilt craftmanship

Looking at the scratchbuilding/ kitbashing done by others here, including your good self, I dunno about the craftsmanship just yet. I’d be happy with competent Journeyman with lots more to learn. Smile

doctorwayne Wrote:had a firehose trained on the two ingots

I sat a Materials paper years ago, which included enough on metallurgy to make me dangerous, but hosing hot steel with cold water, really!!!??? Nope Crazy

e-paw Wrote:Have you thought about what you will be doing for weathering?

Yes, I have thought about the weathering but putting thought into practice is another matter! I know the lighting in the photos wasn’t the greatest but after going to all the effort to make and mount the truck mounted brake reservoirs, for them not to stand out is a little annoying! I would like to think that a little subtle dry brushing will high light the truck detail, but then Subtle and Bear are not two words that are normally associated together. Sad

Thanks for the kind remarks,

Cheers, the Bear. Smile
"One difference between pessimists and optimists is that while pessimists are more often right, optimists have far more fun."
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#21
Bear,
gerat work and a very nice model! I'm sure that you will own an unique replic of a very interesting prototype now.
Congratulation! Applause Applause Applause
Cheers, Bernd

Please visit also my website www.us-modelsof1900.de.
You can read some more about my model projects and interests in my chronicle of facebook.
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#22
Thank you for your kind words Bernhard, coming from a master it means a lot.
On the other forum that also tolerates me, Wayne has linked to your <!-- l --><a class="postlink-local" href="http://bigbluetrains.com/forum/viewtopic.php?f=22&t=3614">viewtopic.php?f=22&t=3614</a><!-- l --> and having also bookmarked your blog on the making of turnbuckles and D shackles, I’m slowly building up the courage to have a go myself!! However, I think I’m going to find plenty of excuses to do other things. 357
Cheers, the Bear. Smile
"One difference between pessimists and optimists is that while pessimists are more often right, optimists have far more fun."
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