당신은 주제를 찾고 있습니까 “ho scale steel mill layout – Steel Mill Series, Operation in The Steel \u0026 Coke Plant \”The Hot Metal Job\”“? 다음 카테고리의 웹사이트 https://chewathai27.com/you 에서 귀하의 모든 질문에 답변해 드립니다: https://chewathai27.com/you/blog/. 바로 아래에서 답을 찾을 수 있습니다. 작성자 Tom Wilson 이(가) 작성한 기사에는 조회수 3,228회 및 좋아요 49개 개의 좋아요가 있습니다.
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Operation on Tom Wilson’s P\u0026WV and Union RR Clairton Coke Works Hot metal movements within the steel plant
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steel mill arrangement – Model Railroader – Trains.com
My layout was first built before Walthers reproduced the HO scale Ashland Iron & Steel complex of kits, but fortunately I had built a harbor …
Source: cs.trains.com
Date Published: 12/2/2021
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주제와 관련된 이미지 ho scale steel mill layout
주제와 관련된 더 많은 사진을 참조하십시오 Steel Mill Series, Operation in The Steel \u0026 Coke Plant \”The Hot Metal Job\”. 댓글에서 더 많은 관련 이미지를 보거나 필요한 경우 더 많은 관련 기사를 볼 수 있습니다.
주제에 대한 기사 평가 ho scale steel mill layout
- Author: Tom Wilson
- Views: 조회수 3,228회
- Likes: 좋아요 49개
- Date Published: 2021. 7. 5.
- Video Url link: https://www.youtube.com/watch?v=odGlNOGpUCE
How far apart should HO scale tracks be?
Registered. The standard distance between two parallel HO tracks has always been 2″ which roughly equates to 14 scale feet. That amount allows people to walk between cars easily. On curves it should be at least 2.25 – 2.375″ to allow long engines & cars to pass each other w/o their ends hitting each other.
What is the best radius for HO trains?
| Modeling Scale | Minimum Radius |
|---|---|
| HO Scale | 15 to 22 inches |
| HOn3 Scale | 15 inches (narrow gauge) |
| S Scale | 20 to 30 inches |
| O Scale (Toy or O-27) | 13.5 inches |
What is the width of HO scale track?
H0 was created to meet these aims. For this new scale, a track width of 16.5 mm was designed to represent prototypical standard gauge track, and a model scale of 1:87 was chosen.
What is a train module?
A module is a portable section of table type structure which is but one part of a large group of like tables which when all assembled together form a large and fully operating model railroad. They are built by individuals as part of a home layout or specifically for use interfacing with others in a large setup.
How many pieces of HO track make a circle?
| Radius Curve | No. of Pieces |
|---|---|
| 15″ Radius Section | 12 |
| 18″ Radius Section | 12 |
| 22″ Radius Section | 16 |
| 24″ Radius Section | 16 |
What is the smallest radius for HO track?
- Z Gauge. 6 inches/150mm (Märklin)
- N Gauge. 9 inches/228mm (Peco, No 1 curve; Fleischmann’s equivalent is tighter at 7.6inches/193mm)
- OO Gauge. 14.6inches/371mm (Hornby & Peco No 1 radius).
- HO Gauge. 15 inches/380mm (Atlas track).
How tight can a train turn?
In North America, equipment for unlimited interchange between railway companies is built to accommodate for a 288-foot (87.8 m) radius, but normally a 410-foot (125.0 m) radius is used as a minimum, as some freight carriages (freight cars) are handled by special agreement between railways that cannot take the sharper …
steel mill arrangement
doctorwayne Member since
January 2004
January 2004 From: Canada, eh?
12,822 posts
Posted by doctorwayne on Monday, December 31, 2018 1:46 PM railandsail …My basic condensed version assumes the Rolling Mill assumes two roles,…accepts molten metal from the blast furnace, and turns it into basic shapes it ships out on the other end??… There is some misinformation in some of the earlier replies, and while I won’t address it specifically, perhaps I can shed a little more light on the subject. The hot metal from a blast furnace is iron, not steel. Over the years, there were several processes to turn iron into steel, but the most common involved either an open hearth furnace or a BOF (Basic Oxygen Furnace), the latter being the most common nowadays. Basically, it’s where additives are added to the molten iron to give it the properties needed for its end-use.
The plant where I worked produced steel in hundreds of different grades, most of them particular to specific customers. For example, we made steel for wheel rim to suit the differing specifications of Ford, GM, and Chrylser, and wheel spyder (the centre portion of a wheel, and with different specs than the wheel rim) for each, too….and there were several variations for each customer and each type. There were grades for nails, screws, re-bar, tire mesh, toe caps for safety boots, all sorts of grades for the various portions of automobiles, ships, and rail cars, armour plate, etc. etc.
Once the iron has become steel, it was usually poured into moulds to create ingots, although nowadays, it’s more efficient and less labour intensive to deliver it to a continuous caster. Ingots in our plant ranged in size from about 5 tons to 25 tons, and once poured and sufficiently cooled, needed to be either removed from their mould, or, more commonly, have the mould removed from them. This process occurred at the stripper building.
The still-hot ingots would be charged into a soaking pit, where they would be re-heated to a proper temperature for rolling – this varied for the type of steel, but was generally around 2350°F. Many grades required very specific heating practices, too: heating too quickly could cause the ingots to “wash” (the outer suface melting off the ingot, losing material and often detrimentally affect the steel’s properties). Once the steel was at the right temperature, it would be rolled into billets (the small ingots) or slabs (the larger ones…and in the mill in which I spent most of my working years). These would be cut to length on a large shear, then stacked and loaded onto rail cars, which delivered them to the next process.
I had a sequence of photos showing the process as it occurred within the slabbing mill, but loaned the photos to someone who “lost” them. Here’s a few, from another session, that I have left (having a camera within the plant was strictly forbidden, at threat of dismissal)… This locomotive (the plant had 24 GMD diesel switchers and 5 80 ton GE centre cabs) is pushing a string of ingot buggies into the stripper building, where a 600 ton crane will remove the moulds. The empty ingot buggies and the “goat” (made from an older ingot buggy, and at one time, with two couplers at one end, to accommodate two different styles of buggies with couplers at different heights) keep the locomotive at a safe distance from the hot ingots… In the background, to the right, is the BOF (in our plant, the general term for the building, but also the three BOF, usually pronounced “bawf”, furnaces within it.
The structure behind the hood of the loco, and extending well beyond, to the right, was #3 Open Hearth. In it were five open hearth furnaces, four of them with a capacity of about 300 tons each, and a fifth, rated for 500 tons per “heat” (batch of steel). The BOF furnaces were initially rated for about 100 tons each, but with technological improvement over the years, produced up to 140/150 tons, usually within 45 minutes to one hour. The open hearths generally produced at a rate of about one hour for each 100 tons of capacity. Behind the open hearth building and not visible, was # 2 Open Hearth, a smaller and older building with a number of small open hearth furnaces. These generally produced small batches of specialty grades, but it also closed as new processes emerged.
These were all furnished with hot metal from five blast furnaces. One was rather small (but much larger than the one represented by Walthers model), and was decommissioned a few years after I started working there, while three had a capacity of about 300 tons each, the fifth and largest, 500 tons. Here’s a locomotive spotting stripped ingots in the USM (Universal Slabbing Mill – where I worked for most of my years there). This is the soaking pit area, with the sides of the pits visible to the right…. The soaking pit portion alone of this mill was over a quarter mile long, with the rolling, hot scarfing (removal of surface defects), shearing, stamping, and piling areas extending to the right and behind from where the photo was taken. Part of one of the overhead pit cranes can be seen at the top of the photo – there were three in this mill. This photo (dark due to the brightness of the slabs) shows a pile of slabs cradled on the C-hooks of one of the two yard cranes. They’ll be placed on one of the barely-visible hi-riser cars in the background, then sent to the Conditioning Department for removal of defects befoire going for further processing…. There are more photos and info on the plant to be found HERE. That pretty-well covers the transition from iron ore to slabs or billets, which then went on to various finishing mills to be made into shapes for producing rod and wire (and nails, screws, and other fasteners), or finishing mills which rolled the slabs into sheet steel (mostly coils for automotive or appliance uses, but also a wide range of other products). It might also be coated (galvanising or other treatments).
Other grades were rolled into plates (heavy sheets) suitable for ship-building or military end-uses.
I don’t have a photo of a complete blast furnace (some are shown in the link) but here are a few shots of “E” Furnace, the largest of the five: The double-tracked skip bridge, which delivers the raw materials (ore, coke, and limestone) to the top of the furnace… …the stoves, which provide hot air for the blast… …and part of the casthouse…there’s part of a torpedo car visble at the bottom of the photo, while behind the piling-wall is the slag pit… I took the above photo because I was, at the time, trying to build a model of this furnace… The Company’s Technical Services Building supplied me with a fairly large stack of blueprints for the furnace, mostly general views, but enough to make the project possible. However, the furnace and casthouse alone occupied an area of almost 9 square feet, while the stockhouse, stoves, gas scrubbers, baghouses, and blower house would need even more room. While I did make some decent progress, I eventually came to realise that it was of too grand a scope to be practical, and abandonned it.
If you’re serious about modelling a steel plant or portion of it, Dean Freytag’s book would be a good volume to have.
And, as has been mentioned, there are lots of switching opportunities with a steel plant, including raw material-in (ore, coal, limestone, refractory materials, machinery, moulds and stools, skids for coil shipment in boxcars, etc.), product-out (coils, plates, fasteners, fencing, slag, chemicals from coke oven by-products), plus in plant movements from process to process. Nowadays, much is moved within the plant using rubber-tired vehicles but stuff coming in or going out is mostly by rail (truck, too, for shorter distances).
For example, we shipped treated finished cold-rolled coils (to a user unknown to me) in only 50′ plugdoor Union Pacific boxcars. These were on heavy duty wooden skids. While I mostly worked in only one area of a very large plant, I did have a few stints in other areas, so if you have any questions, I’d be pleased to answer any that I can. Wayne Reply
PWRS Pacific Western Rail Systems
Everything you need to Model Steel
in HO Scale — from Start to Finish!
Introducing the new Ashland Iron & Steel, featuring upgraded versions of some of our most popular HO Scale steel series kits, amazing all-new models, and reissues of some hard-to-find items!
With five major buildings that put maximum detail in minimum space, Ashland Iron & Steel makes it easy to add a works on an average sized layout. Our diorama shown here fits just 4′ x 6′ 9″ (121.9 x 205.7cm).
Expand Steel Operations With These Scene-Building Accessories. As part of the exciting Ashland & Steel, we’ll be reissuing some of our most popular steel-theme models some of which have been hard to find – until now!
Electric
Furnace Kit
933-3056
Bridge
Crane Kit
933-2906
Ore
Dock Kit
933-3065
Coke
Retort Kit
933-2910
Dayton
Machine Co.
933-2823
Gold Line™ Michigan
Ore Car 12-Packs
Gold Line™ Bottle Cars
Single Numbered Cars
Armco Steel Mill – BLISSFIELD MODEL RAILROAD CLUB
A major industry on the C&O is the Armco Steel Mill near Ashland, KY. It was built on a peninsula on the lower level of the C&O. The main line runs around the perimeter of the mill. Although the mill had existed on our old layout back in 2005-2013, when it was rebuilt several changes were made. We had two retired steelworker members who advised us on all the needed details and we were able to work out a track plan that allows the mill to be operated independently, with coal, ore, and other raw materials arriving and coil steel shipping out on the C&O. During an operating session, 2 coal trains from the Clinchfield, 2 ore trains from the port of Toledo, and a local from Huntington stop at Armco. Internally, the movement of hot metal bottle cars, ingot cars, gondola loads of scrap, and coil cars are moving around the mill loading and unloading. The steel mill is really a layout within itself, but something is always moving through the C&O interface.
Minimum Curve Radius for Model Trains
When it comes to building model train tracks, nothing impacts a track plan more than the minimum radius of your curves. But, how sharp is too sharp?
Even on the same scale, there are several answers to this simple question. The length of your cars, the space between parallel tracks, the use of easements, and your personal style as you lay down the tracks all factor into this answer.
Length of Your Train
The length of your equipment, even more than the scale of the model, is the most important factor in setting a minimum radius.
The list below includes conventionally accepted minimums for each of the major modeling scales. Note that there does not appear to be much difference between them. Large-scale models have compromises built-in to allow operation on some very tight curves. The trade-off is that they do not always look very good.
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