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By H. DeWitt Smith

THE mine operated by the United Verde Copper Co. is situated near Jerome, Ariz., on the eastern flank of the Black Hills, at an elevation of approximately 5500 ft. (1676 m.) above sea level. The mine and the town of Jerome are located on a steep hillside, which slopes rapidly to the valley of the Verde River. The smelter town of Clarkdale is situated in the Verde valley 4.1 mi. (6.5 km.) distant in an air line from Jerome, and at an elevation of 3560 ft. The two towns are connected by the standard-gage railroad of the Verde Tunnel & Smelter R. R., a subsidiary of the United Verde Copper Co. This road is 11 mi. long and has a compensated 4 per cent. grade. At Clarkdale, it connects with the Verde Valley branch of the Santa Fe R. R. The narrow-gage (36-in.) line of the United Verde & Pacific Ry. was, until 1919, Jerome's only rail connection with a main trunk line. This road connects with a branch line of the Santa Fe system at Jerome Junction, after traversing 26 mi. of mountainous country. From the time of its location, in 1876, until its purchase by Senator W. A. Clark, of Montana, in 1889, the United Verde mine was worked on a small scale and shipments of high-grade gold-silver ore were made from the surface workings. Until 1894, when the narrow-gage railroad to

Jan 8, 1920

The Library of the above-named Societies is open from 9 A.M. to 10 P.M., except on holidays. It contains about 70,000 volumes and 90,000 pamphlets, including sets of technical periodicals and the publications of scientific and technical societies. Members of the Institute, with few exceptions, are forced to spend a portion of their time in localities isolated from sources of information. To these the Library, through its Library Service Bureau, can render valuable service through correspondence; letters requesting information will receive especial attention. The Library is prepared to furnish references and photographic copies of articles on mining and metallurgical subjects; to determine the existence of mining maps, and to furnish general information on the geology and mineral resources of all countries. All communications should be made as definite as possible so that the, information received may be what is desired and not include collateral matter which may, not be of interest. The time spent in searching for such collateral matter will be saved, and the information will be sent more promptly and in more usable shape.

Jan 4, 1917

By W. R. Bendy

GRINDING is a large and costly part of Portland cement manufacture. Prior to clinkering in the rotary kiln, raw materials are ground to a fineness of 80 to 90 pct passing 200 mesh. Then, after burning and cooling, the resulting clinker is ground to about 92 pct passing 325 mesh. In the cement industry the most favored method of grinding has always been by impact and attrition of a ball charge in a rotating mill. Other types of mills, in which materials are ground between die rings and rollers, or between die rings and large balls, are sometimes used for single-stage grinding and often for preliminary grinding followed by grinding in ball-type mills. Their efficiency is usually high, but maintenance and repair costs are high also, and the ball-type mill continues to be the most widely used.

Jan 10, 1957

By Eugene McAuliffe

MANAGEMENT and control of any body of workmen can be effected through various - well-known methods ' though many managers hold certain personal theories of control that range from an absolute dictatorship to what might be called the principle of laissez faire, or the "let alone" method. Managements of many mines, factories, smelters and refineries have been compelled in recent years to accept certain restrictions in hours of labor as well as in methods employed, imposed either by federal or state laws, or by labor agreements. Broadly speaking, regulations of the above character were brought on the industry by managers who failed to recognize fully the rights of their employees to proper sanitary, safe, and compensatory working conditions, as well as working hours that were proper and just. As an example of poor management and worse psychology, we have only to hark back to the days when many bituminous coal operators maintained an inadequate number of pit cars for the number of miners or loaders employed, or if the pit cars were available, the haulage facilities

Jan 1, 1934

By Merlin H. Aylesworth

THE subject assigned to me is peculiarly appropriate to the anniversary of the birth of Abraham Lincoln. If we applied to our present problems the ideals and methods of the Great Emancipator, the future of American institutions would be so definitely assured that there would be little need to discuss the matter. The only inquiries would relate to the pace of progress, not to the possibility of progress. As a nation we have grown more and more to revere the memory of Lincoln, to honor his character, to extol his teachings and to eulogize his concepts of democracy. We rec-

Jan 1, 1940

There are no data available of shipments until 1858, and then estimated, when railroad service became available. By reason of the iron made in the county, and the large amounts of salt, the tonnage used locally was quite large, and until 1860 these are estimated from the probable salt and iron production. After 1859 the tonnages shipped by rail are partly estimated from the total shipments of the Allegheny Valley Railroad from four counties. It is believed that the totals are below, rather than above, what the actual production was. While considerably larger for the same years than figures given by the Secretary of Internal Affairs and census reports, these data were always too low in those days, partly because of lack of facilities for gathering them, but more largely because of the strong prejudice existing in those days against furnishing such data to any governmental agencies.

Jan 1, 1942

By R. E. Salvoti

IN underground coal mining, the increasing trend towards mechanical methods is ever apparent. Figures for 1939 showed that 28 per cent of the total bituminous coal production was mined mechanically 1940 statistic will reveal an even higher figure. Factors causing this trend are varied, but the important are the following;

Jan 1, 1941

By E. P. Fleming

COMPARED to the situation abroad, the domestic industry continues to lag both as regards the production and consumption of newly mined lead. During 1938 we produced and consumed slightly over 20 per cent of the world output, whereas ten years ago the figure was nearly double this pro- portion. Labor difficulties and absence of demand were chiefly responsible for the general inactivity. In the foreign field, in spite of low metal prices, production and consumption of lead equaled or exceeded all previous records. Practically all the large companies, with the exception of those in Spain, increased operations, though it should be noted that the foreign lead mines have higher-grade ores than domestic mines. In view of the rapid expansion of the foreign industry, it is natural to expect greater progress abroad, particularly in process metallurgy.

Jan 1, 1939

By J. V. Vogel

Jan 1, 1969

By Gerard C. Gambs

The electric utility industry is the largest customer of the U.S. coal industry, consuming nearly 50% of present coal production. By 1980, the electric utilities are expected to burn over 500 million tpy of coal or 75% of total coal production. When coal is burned in electric utility plants, ash is produced in one of several forms. These include fly ash, bottom ash and bottom slag. At the present time, approximately 20 million tons of these ashes are produced and must be disposed of by the utilities at a cost of 50[c] to $2 per ton. In 15 years, more than double this quantity will be produced. Only a small quantity of this ash is put to any practical use. Much remains to be done about expanding uses for fly ash and bottom slag.

Jan 1, 1967

By Pierre de P. Ricketts

Having had occasion while in Europe during the past summer to visit some of the foreign mints and assay offices connected with the same, I thought a brief description of the general process of coining employed, and such items connected with assaying as were new, might prove interesting to the Institute. The principal foreign mints are: the Royal Mint, London; and the mints in Paris, Brussels, Utrecht, Berlin, Vienna, Copenhagen, St. Petersburg, Stockholm, Madrid, Milan, Rome, and Constantinople. My time only permitted my visiting a few of the principal and largest given in the list, and for a description of the remainder I am indebted to the kindness of Mr. James M. Napier, who in company with the deputy master, and chemist of the Royal Mint, made a complete inspection of all the European Mints in 1870.

By AIME AIME

DATA in this report enable comparisons to be made within the bituminous coal industry and comparison as well with copper and steel in respect to capacity and overdevelopment. The conclusions reached from the data will tend to correct numerous current misconceptions. The data have been prepared by various members of the Coal and Coke Committee of the A.I.M.E., from the most authentic sources avail¬able, and cover the period 1913-1924 wherever possible. CAPACITY AND OVERDEVELOPMENT Table 1 shows statistics for the industry, mainly from the U. S. Geological Survey sources, but partly from the U. S. Coal Commission reports. The mine capacity with equipment and labor as of given date is calculated for each state by obtaining the total man days worked as reported by the operators, and dividing this figure into the total production, getting the production per man day; this figure times the number of men employed times 308 (a theoretical full working year) equals estimated full-time capacity. Two major objections are made to this method-one that the total number of men employed is used instead of the number actually working, and the other that the number of days used only deducts Sundays and five holidays. Covering the first, the same number of men is used in estimating capacity as is used in actual production, and this condition exists at all times. Regarding the second, the opinion is general among coal men that 280 days is as great a figure as should be used, as it is practically impossible to keep any mine working full time at the same daily rate as when it is working part time. The capacity, as estimated on this basis, is much more nearly the true capacity, although even with present railroad efficiency this amount of coal could not be moved.

Jan 1, 1926

By R. K. Ham, M. L. Wayman

TD-Nickel has been broken in tension and in fatigue at voom temperature. Rod specimens failed in tension by necking, with axial cracks attributed to voids elongated in the extrusion direction. Fatigue specimens failed in shear. Thin-film electron microscopy showed that the subgrain structure of TD-Nickel was very stable, and that particle-matrix detachment was very difficult, in tension and fatigue. TD-Nickel softened slightly during fatigue but had a high fatigue ratio (0.5at 10' cycles). Fractography suggested that Stage I fatigue crack propagation is greatly extended in TD-Nickel. Td-NICKEL* is a dispersion of 2 pct by volume of thoria (ThO2) in nickel, produced by powder-metallurgical methods including compaction, sintering, and extrusion. The spherical thoria particles, which may have a mean diameter of a few hundred angstroms, are dispersed with a mean planar spacing of a few thousand angstroms. By a combination of cold working and annealing, a subgrain or cell structure of dislocations intimately associated with the dispersion can be produced.' This gives the material useful tensile properties which are extremely resistant to exposure to high temperatures.'-= At the same time, the material shows considerable ductility.3'4 At the beginning of the present work, it was considered of great interest to investigate the mechanical stability of TD-Nickel under conditions of fatigue. On the one hand, materials which derive strength from a cold-worked structure are unstable in that they are susceptible to fatigue softening: in addition, the presence of discontinuities such as the particle-matrix interfaces might be expected to assist in the initiation and propagation of fatigue cracks, in that they may provide local concentrations of internal stress and sites for the initiation of voids." On the other hand, the substantial ductility of TD-Nickel suggests that if it obeys Coffin's relation8 (or the more refined form proposed by Manson9) it should have good fatigue resistance. The initial purpose of this investigation was to assess the importance of these factors. Also, relatively little fundamental work has been done on the mechanism of fatigue in dispersion-strengthened materials. Work on overaged A1-4 pct CU10-12 revealed a very large Bauschinger effect indicative of internal stresses at the particles, and very great fatigue hardening1' presumably due to the multiple slip stimulated by these internal stresses, followed by softening which was initially due to softening in the matrix, but later might have arisen from cracking at the particle-matrix interfaces. The study of overaged Al-4 pct Cu could not settle this latter point by the electron microscopy of thin films, since the dispersion is too coarse. A previous study of the fatigue of internally oxidized copper13 was complicated by inter granular failure, attributed to oxide particles at grain bouhdaries; internal oxidation of single crystals, however, improved their fatigue properties.'3 Investigations of SAP (sintered aluminum powder) are complicated by the complex particle shapes, and the possibility of continuous internal oxide films.14 It was hoped to avoid these difficulties with TD-Nickel, which had the further advantages that it was commercially available and suitable for study by the thin-film technique. 1) MATERIALS AND EXPERIMENTAL PROCEDURE TD-Nickel was purchased from the Driver-Harris Co. as 3/9-in.-diam rod which had been extruded, swaged, and "stress-relieved" (normally at 1010°C for 1 hr). Continuous-radius fatigue specimens with a minimum diameter of -0.1 in. were ground to shape and electropolished in 40 pct phosphoric, 35 pct sul-furic, 25 pct water at 25oC, with a stainless-steel cathode, at -6 v. Fatigue tests were carried out at room temperature with a Sonntag SF-1-U machine operating in push-pull at 1800 cycles per min, and in an Instron TT-C-L modified for reversed stressing at 26 cycles per min as described elsewhere.10 Round tensile specimens were ground with 0.85-in. gage lengths of 0.135 in, diam, electropolished, and tested in a Tinius Olsen hydraulic machine. The surfaces of fatigue specimens were examined with a Reichert metallograph. Discs for electron microscopy with a Siemens Elmiskop I were spark-cut 0.01 in. thick with a modified Servomet 11 employing a tool of moving molybdenum wire, cleaned in 50 pct acetic, 30 pct nitric, 10 pct phosphoric, and 10pctsul-furic at 85oC, and thinned by the window method in the electropolishing solution at -20°C and -6 v. Two-stage replicas (parlodion, then Pt-50 pct C self-shadowed at 40 deg) were taken from fatigue fracture surfaces for electron microscopy. Plane sections parallel to the specimen axis and containing the direction of fatigue crack propagation were polished, etched with Carapella's reagent, and examined optically. Transmission Laue X-ray photographs of as-received material electropolished to a point were used to determine preferred orientation. 2) RESULTS 2.1) The Structure of As-Received Material. Grains -1 µ diam and elongated 20 to 30 u in the direction of the rod axis were observed, With' elongated "intergran-ular" voids (-4 p diam and -90 µ long and identified as such using longitudinal and transverse sections and

Jan 1, 1968

By A. Henry

THE manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant strength, and by the employment of wrought-iron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows : A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1877

By Adolph Henry

The manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant, strength, and by the employment of wroughtiron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows: A pile of puddled bars of the general form of the wheel to be made is prepared,

By Pierre de P. E. M. Ricketts

HAVING had occasion while in Europe during the past summer to visit some of the foreign mints and assay offices connected with the same, I thought a brief description of the general process of coining employed, and such items connected with assaying as were new, might prove interesting to the Institute. The principal foreign mints are: the Royal Mint, London; and the mints in Paris, Brussels, Utrecht, Berlin, Vienna, Copenhagen, St. Petersburg, Stockholm, Madrid, Milan, Rome, and Constantinople. My time only permitted my visiting a few of the principal and largest given in the list, and for a description of the remainder I am indebted to the kindness of Mr. James M. Napier, who in company with the deputy master, and chemist of the Royal Mint, made a complete inspection of all the European Mints in 1870.

Jan 1, 1876

By Nagel, Theodore

USE of oxygen in metallurgical operations was investigated by a committee of unusually able engineers more than ten years ago. A record of their work appeared under the title "The Use of Oxygen or Oxygenated Air in Metallurgical and Allied Processes," Serial 2502, Report of Investigations, U. S. Bureau of Mines. Shortly thereafter the A.I.M.E. published "Use of Oxygenated Air in Metallurgical Operations," based on a symposium at the New York meeting, February 1, 924. Quoting from the Bureau of Mines report In view of the many recent developments in oxygen manufacture, and considering the increasing cost and decreasing quality of our raw materials, the Bureau of Mines has taken the matter of the application of oxygen or oxygenated air to the metallurgical centers for consideration and has appointed an advisory committee to study the problem.

Jan 1, 1935

By J. Chipman, J. C. Fulton

Reduction of Si from slag to carbon-saturated iron is a very slow reaction. The rate is nearly independent of stirring but is accelerated markedly by increased temperature. In a slag containing 45 pct SiO2, 38 pct CaO, 17 pct Al2O3, the energy of activation is approximately 130 kcal. AT temperatures of 1450" to 1600°C occurring in the hearth of the iron blast furnace, chemical reactions are normally expected to proceed with great rapidity. Many of the reactions of iron making are indeed quite rapid and attain a condition corresponding roughly to a state of equilibrium before metal and slag are tapped from the furnace. The one conspicuous exception is the reaction by which carbon in the coke or metal reacts with silica in the slag to deliver silicon to the metal. From the practical viewpoint the slowness of this reaction is indeed fortunate, for if it were fast enough to reach equilibrium during the time of contact, it would be difficult to produce pig iron of the desired low silicon content. The one other reaction which under certain circumstances can also be very slow is the transfer of sulfur from blast-furnace metal to slag. In their laboratory exeriments on this reaction, Hatch and Chipman found that at least 5 hr were required for the attainment of equilibrium in a small crucible and that the reaction was not accelerated by increasing the rate of stirring. Subsequently it was shown2 that the presence of a reducible oxide MnO greatly inhibited sulfur removal, and finally that SiO2 itself3 under some conditions has sufficient oxidizing Dower to interfere with sulfur transfer. The kinetics of sulfur removal are now rather well understood,4 and it has been shown3,5 that when the silicon content of the metal is high enough to prevent reduction of SiO,, the desulfurizing process is rapid. Thus the observations of slow removal of sulfur are associated with the coincident slow reduction of SiO2, a process which transfers both silicon and oxygen to the metal phase. It is, of course, the oxygen which interferes with sulfur removal. An explanation of the slowness of the silica reduction reaction has not been obtained. The sulfur transfer process has been shown by the authors5 to be at least partially transport-controlled in the absence of interference by silica. Under the experimental conditions. 99 pct of the total transfer at 1600" was accomplished within an hour. Under similar conditions the reduction of silica may not proceed half-way to equilibrium6 in 8 hr. It is scarcely imaginable that silica reduction could be transport-controlled when the slag contains 44 pct SiO2 and the metal about 1.4 pct C. The experiments reported here show definitely that it is controlled by a slow step or steps in the chemical reaction. One might expect to find such a slow step in the breaking of SiO bonds or in the slow removal of oxygen by carbon at the slag-metal or metal-crucible interface or by bubble formation. EXPERIMENTAL PROCEDURE The experimental procedure used in this investigation was similar to that used in the study of the kinetics of desulfurization.5 A sketch of the graphite crucible and stirrer used in the current work is shown in Fig. 1. The quantity of metal and slag used was adjusted so that the slag-metal interface was located between the top and bottom blades on the stirrer; the top of the slag layer was above the top blade. The stirrer shaft was hollow down to the metal level and served as thermocouple well or optical pyrometer target. Stirring speeds of 0 to 500 rpm were used. A carbon monoxide atmosphere was maintained in the furnace by flushing the gas over the slag surface, except in run No. 220 when it was bubbled

Jan 1, 1960

By Louis E. Reber

Jan 1, 1922

By H. S. Munroe

The dressing-works of the St. Joseph Lead Company were destroyed by fire, February 26th, 1883. Within about four months, or on July 5th, 1883, the new mill, with a capacity of 500 tons per day, was built and in active operation. The capacity of the new mill has since been increased to 800 tons per day. The old mill was built in 1867, by Mr. C. B. Parsons, the present superintendent. It was a curious rambling old structure, which had grown with the demands of the business; a few jigs having been added in one place, a table or two in another and wings and sheds added to the main buildings, from time to time, as it was found necessary to increase the efficiency or the capacity of the mill. The old mill was, moreover, a most interesting place to the student, a perfect "museum of ore-dressing." Nearly every form of dressing apparatus known to the art had, at one time or another, found a place under its roof, jigs of many kinds, concave, convex, side-bump and stationary tables, tyes, buddles, dolly-tubs, etc., etc. The method of dressing followed in the main the lines of English practice, but with many modifications, both in the machinery and the methods of working, due to the inventive genius of Mr. Parsons. Different forms of crushing apparatus were tried, and the best method of handling the ore and the different products of

Jan 1, 1889