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All steels are ‘special’ in some way, since even ‘ordinary’ steel is a mixture of carbon
and iron and the result of careful heat-treatment and forging. However, the term
‘special’ (or in the US, ‘specialty’) steel usually defines those steels that contain
elements other than carbon in sufficient amount to modify substantially some of their
useful properties. Usually special steels contain alloying elements, thus the terms
special and alloy steels are often used interchangeably. Naturally, such steels have
been used for specialist applications (such as in armaments or sophisticated
engineering applications); and have also traditionally been manufactured by special
steelmakers, leaving the bulk steel trade in the hands of Bessemer and open-hearth
manufacturers.
The modern era of special or alloy steels is generally regarded as having been
launched by the Sheffield metallurgist and steelmaker Sir Robert Hadfield (1858-
1940), who discovered manganese steel in 1882. This steel became harder the more
it was worked (due to the addition of 12 percent manganese), which made it ideal for
railway trackwork and digging equipment. In the 1880s, Hadfield also developed
silicon steel, which had excellent electrical properties that proved useful in the
construction of transformers. European and American engineers and steelmakers were
now alerted to the potential of adding alloying elements to steel. The period between
about 1890 and 1914 was one of intense activity, as major advances were made in a
variety of special steels. A major influence on special steels technology was the
armaments industry, which demanded better armour plate, guns and shells for
battleships and armoured vehicles. This encouraged the science of metallurgy and, in
turn, triggered the establishment of research laboratories within the leading steel
firms. Leading producers (such as Bethlehem in the USA [Boyce & Ville, Box 6.2,
pp. 166-7], Vickers in the UK and Krupps in Germany each sought its own
breakthrough in the field of special steels.
adapting this design for the production of special steels. By the end of the First World
War, electric steelmaking had begun to supersede the traditional crucible; later in the
20th century it would also supersede the Bessemer and open-hearth techniques.
Slowly but surely, the old craft skills were made obsolete, as the old-style crucible
steel melter with his almost mystical skills of hand and eye was replaced by the white-
coated laboratory technician with his textbook knowledge and pyrometers.
The major discoveries in special steels had mostly been made by the First
World War, but thereafter many new alloying elements were discovered and
incorporated into standard products. Intensive research in tool steels produced the so-
called 18-4-1 (18 percent tungsten, 4 percent chromium, 1 percent vanadium, with
carbon under 1 percent) variety of high-speed steel, which further increased machine
cutting speeds. Molybdenum was later added to tool steel as a cheaper and superior
alternative to tungsten, particularly in the USA. Other discoveries have included the
benefits of small additions of boron to increase the hardenability of steel of low alloy
content. The inter-war period, though it did not deal kindly with tonnage steels, did
not hinder the spread of special steels. Mass produced stainless steel (containing
chromium and nickel) became widely available in Europe and America. It was
utilised in the production of railway cars and the fascia of the Chrysler and Empire
State skyscrapers in New York. By the 1920s, special steels were used in hollow-
drum forgings in the oil industry, high-pressure boilers for locomotives and
generating plant, exhaust turbine rotors in jet aircraft, besides more mundane uses in
garden tools and DIY products. In the inter-war period, special steels became vital in
the high growth industries of western economies – namely, automobiles, aircraft, oil,
chemicals and electrical engineering. In 1923, for example, the American automobile
industry consumed more than 90 percent of alloy steel output in that country, with the
average passenger car using 700 pounds of alloy steel.
The pace of special steels development accelerated through the Second World
War and after 1945. Jet engine design, for example, required the continuous
development of superalloys based on nickel. Research and development within the
steel industry have also produced low-cost ferritic stainless steel, precipitation-
hardening alloys, low-expansion, high-temperature steels for gas turbines, and
superferritic alloys. New techniques have also been introduced for melting and
producing special steels: the electric arc furnace has been the mainstay of special steel
production, but computerised control has made an impact alongside better secondary
refining techniques (involving the use of argon and oxygen at low pressure to
facilitate the removal of carbon). Continuous casting, which was developed after the
Second World War and bypasses many of the traditional (and costly) stages of heating
and cooling ingots, has also been applied to special steels technology. These processes
greatly boosted the production of special steels, so that by the 1960s the old
distinction between special and bulk steels had become blurred. Today (when special
steels have to compete against composite materials) the wheel has come full circle:
most tonnage steels are special in some way; while most special steels are produced in
large quantities.
GEOFFREY TWEEDALE
Sources:
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Further reading:
Sanderson, M. (1978), “The Professor as Industrial Consultant: Oliver Arnold and the
British Steel Industry, 100-14,” Economic History Review, 2nd ser., vol. XXXI, no. 4.