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By Frederick Rhines

THE investigations of Wyman1 have demonstrated that copper deoxidized with several of the commonly used agents that confer immunity to ordinary hydrogen em-brittlement can still be embrittled if it is annealed alternately under oxidizing and reducing conditions. During the oxidizing cycle, oxygen diffuses into the copper and frequently deposits a subscale composed of the oxide of the residual deoxidizing agent. Upon subsequent reduction with hot hydro-gen, the copper becomes ruptured along the grain boundaries to a depth sharply limited by the previous penetration of oxy-gen as delineated by the inner boundary of the subscale. Obviously the sensitivity to this kind of hydrogen embrittlement is engendered by the introduction of oxygen during the oxi-dizing anneal, but beyond this the mecha-nism of the process, and hence the controlling factors, remain obscure. There are several possibilities: (I) oxygen dissolved in the copper matrix of the subscale may, upon cooling prior to the hydrogen anneal, precipitate as cuprous oxide which is subse-quently reduced by hydrogen as in the familiar case of hydrogen embrittlement; (2) oxygen in solid solution in copper may itself confer susceptibility to embrittlement by hydrogen; (3) the normally refractory oxides such as those of aluminum, silicon and titanium may themselves he reduced by hydrogen when in contact with copper; or (4) the precipitated oxides of the sub-scale may be complex compounds such, perhaps, as Si02-Cu20, which are partially reduced by hydrogen. These possibilities have been examined, and it has been con-cluded that the first three and possibly the fourth are operative collectively or indi-vidually under more or less predictable conditions.

Jan 1, 1940

ASHBEL WELCH, Lambertville, N. J.: Dr. Dudley has given the wear of steel rails under four different conditions. He arrives at the conclusion that the softer rails, or those that from their composition ought to be softer, wear better than the harder. But there is another condition which has an important bearing on the subject, and should not be overlooked,—the weight on a wheel. With the lighter weights of the past, the softer rails may have worn best; with the heavier weights of the future, the harder may wear best. Weights will probably be increased up to the capacity of steel to bear; then doubtless the harder steel will wear best. A leaden rail with ten pounds on a wheel might carry millions of tons, but with one hundred pounds on a wheel, it would be destfoyed by a few thousand tons. So in the days of iron rails, my experience was that the softer rails under light machinery stood better than some of the harder; but under heavy machinery the softer were muqh the most rapidly destroyed. It is doubtless the same with steel. The pounding motion of the wheels loosens or spreads the particles of a thin film of steel; the pull lengthwise on the rail de-

Jan 1, 1881

By T. A. Wilson, S. L. Hoyt

THE plastic deformation of slender single crystals of zinc has been described in some detail in the paper by Mark, Polanyi and Schmid,1 which has become a classic, and also by one of the present authors in a somewhat shorter account.' The study of single-crystal zinc is termed classical because zinc single crystals offer, perhaps, the best material yet available for the study of atomic behavior during deformation and the effect known as "strengthening" in metals. A considerable amount of additional work has also been done on single-crystal zinc, but as it is not closely related to the present paper it will not be considered. Throughout all the former work, the mechanism of plastic deformation first described by Mark, Polanyi and Schmid has been assumed to hold. This may be said to offer the strongest confirmation of its correctness. Even so, the picture of the process has never been as completely portrayed as is desirable. The first object of the present paper is to describe work that has been done in this field, and which is even yet being carried on, in the hope that a more complete picture may be obtained. Mathewson and Phillips' have recently described a new mechanism of the deformation of zinc based on their study of large rectangular crystals. One of their conclusions was that deformation produced twinning with a rotation of some of the basal planes into positions 94° removed from their original position; a position almost the same as that of the prismatic planes before twinning. A second conclusion was that fracture occurred along these basal planes in their new position, and, therefore that fractures previously regarded as prismatic were in reality basal. Such findings are of great significance and they raise a question as to the generality of such behavior. Professor Mathewson's opinion is that even the slender cylindrical single crystals behave in the same manner as his large rectangular crystals when strained by simple tension.

Jan 1, 1928

ASHBEL WELCH, LAMBERTVILLE, N. J.: Dr. Dudley has given the wear of steel rails under four different conditions. He arrives at the conclusion that the softer rails, or those that from their composition ought to be softer, wear better than the harder. But there is another condition which has an important bearing on the subject, and, should not be overlooked,-the weight on a wheel. With the lighter weights of the past, the softer rails may have worn best; with the heavier weights of the future, the harder may wear best. Weights will probably be increased up to the capacity of steel to bear; then doubtless the harder steel will wear best. A leaden rail with ten pounds on a wheel might carry millions of tons, but with one hundred pounds on a wheel, it would be destroyed by a few thousand tons. So in the days of iron rails, my experience was that the softer rails under light machinery stood better than some of the harder; but under heavy machinery the softer were much the most rapidly destroyed. His doubtless the same with steel. The pounding motion of the wheels loosens or spreads the particles of a thin film of steel; the pull lengthwise on the rail de- * Metallurgical Review, vol. i, page 1. † The remarks as here given, as in the previous discussion on steel rails, have all been written out or revised by the participants in the discussion, and represent, therefore, their mature views. It has been thought that this plan, when it can be carried out without doing any of the speakers injustice in debate, is much to be preferred to a strictly verbatim report. The remarks of Mr. Chanute were sent to the secretary after the. meeting, and although they did not form a part of the actual discussion, there can be no doubt of the desirability of including them in this report. The papers under discussion were “Rail Specifications and Rail Inspection in Europe,” by C. P. Sandberg ; " The Wearing Capacity of Steel Rails in Relation to the Chemical Composition and Physical Properties," by C. B. Dudley, and a Rail Patterns," by A. L. Holley. T. M. D., Secretary.

Jan 1, 1881

By Paul Foote

SEEBECK discovered, in 1821, that if, in a closed circuit of two metals the two junctions are at different temperatures, an electric current will flow in the circuit. In the case of an iron and a copper wire, for example, current will flow from copper to iron at the hot junction, or from iron to copper at the cold junction. Two factors combine to cause the current. An electromotive force exists between the two metals, the magnitude of which, depends upon the temperature and upon the metals; this is called the Peltier e.m.f. If a single wire of homogeneous material is heated at one end, an electromotive force is developed between the ends of the wire, the magnitude of which depends upon the metal and upon the difference in temperature; this is known as the Thomson e.m.f: The total e.m.f. acting in the circuit is the sum of the Peltier e.m.f. at the two junctions and the Thomson e.m.f. in each wire, consideration being given, of course, to the algebraic signs of the four e.m.f.'s. The total electromotive force thus depends upon the difference in temperature of the two

Jan 9, 1919

By R. K. Hopkins

Fox a great many years fusion welding has been used in and around petroleum refineries, but it is only within six or seven years that the more important pressure vessels have been constructed by this process, because before that time the properties of fusion welds would not withstand such rigorous service. Since the adoption of fusion welding for the construction of this equipment, the refiner has required pressure vessels suitable for operation over a very wide range of conditions. On the one hand, vessels must operate at extremely high temperatures, in the range of 950° to 1000° F., and on the other vessels must be suitable for operation at sub-zero temperatures down as low as -75° F. Also, vessels are required suitable for operation at pressures upwards of 1000 lb. per sq. in., and as low as a 29-in. vacuum. In addition, vessels are required to withstand the attack of very corrosive mediums. It has been a rather difficult task for the fabricator to meet all of these requirements, but as a result of the extensive research carried on by steel manufacturers and several fabricators of class I vessels, practically all of these demands have been met. In order to meet the refiners' requirements for this wide range of conditions, the fabricator has worked closely with the metallurgist. This has enabled him to choose the proper base metal for each service condition, but it has been the fabricator's problem to develop a welding rod and welding technique, as well as a heat-treatment, that would produce in the welded vessel characteristics in and around the weld comparable to those in the base metal. Where corrosion is not a serious problem, and where the operating temperatures are not too high, ordinary carbon steel has served very well. But when corrosion is serious, and/or when the temperatures are either very high or very low, it is necessary to use some form of alloy steel to give satisfactory service.

Jan 1, 1935

By F. F. Peng, A. D. Walters, M. R. Geer, J. W. Leonard

INTRODUCTION Washability characteristics derived from float-and-sink analysis in Chapter 4 demonstrate that coal is intrinsically heterogeneous, and this heterogeneity is also evident in the proximate, ultimate, and size analyses. A range of particles from high to low specific gravity is usually seen in the run-of-mine coal. One objective of coal preparation is to recover the high quality float material (the particles of lower specific gravity) such that the recovered product meets certain quality specifications, as well as to reject or recycle low quality particles of higher specific gravity. The maximum recovery of cleaned coal at the required quality is of major concern to plant operators. However, the quantity and quality of products of coal cleaning, determined in the operation of actual commercial cleaning plants and by theoretical calculation based on run-of-mine washability studies, are known to be different with each coal. Therefore, during the last half century, coal preparation engineers have repeatedly sought methods to predict the technical and economical efficiency of separation of cleaning equipment and systems. Many formulas have been proposed by international investigators to evaluate the efficiency of various coal cleaning operations, primarily based on the yield and/or ash of the various products of coal cleaning. Performance criteria in use today are capable of defining all of the important aspects of a given concentrating operation; however each criterion has certain restrictions or limitations. It is important, therefore, to understand how such formulas can be used and the problems involved in their construction. Technical Measure of Plant Performance Conventional means for evaluating a preparation plant's performance are generally approached through the use of equipment performance mea-

Jan 1, 1979

If problems are opportunities in disguise, the mining industry certainly had plenty of "opportunities" in 1975. Considering the industry's generally lackluster 1975 profit record, and in view of the slowdown in inflation, there's some hope that 1976 might be a better year in spite of the increasing risks and uncertainties that plague the mining industry.

Jan 2, 1976

By Charles Wraith

THE property of the Roan Antelope Copper Mines, Ltd., is situated at Luanshya, north-central part of Northern Rhodesia, and is connected with the main line of the Rhodesia Railways, Ltd., by a 24-mile branch line from N'dola. Most of the material and supplies that are not available in Africa are shipped into the country via Beira, on the East Coast of Africa, a distance of 1473 miles from Luanshya and the nearest ocean port. The output of copper is shipped by rail to Beira and thence by boat to the market. Passenger travel is mostly via Cape Town, a distance of 2162 miles from Luanshya. Excellent passenger trains operate on regular schedules between Cape Town and Northern Rhodesia. Luanshya is 13° south of the equator at an elevation of 4000 ft. above sea level, and has a mild healthful climate. During the rainy season, from October to March, the rainfall averages 53 in. The area is pro-fusely covered with vegetation. An ample supply of water for industrial and domestic purposes is available throughout the year. The more important supplies for smelting purposes, such as wood, coal, limestone, silica, quartzite, and clay for "dolly" mud, are con-veniently available. Excellent grades of coal, coke and firebrick are obtained from the Wankie Colliery Co., Ltd., Southern Rhodesia. The Wankie colliery has just completed the erection of equipment for the manufacture of silica brick. An ample supply of quartzite of good grade is available for this purpose. Silica brick is also obtained from the Belgian Congo and from India. Limestone is quarried from a large deposit a few miles from Bwana Mkubwa, which is 30 miles by rail from the smelter. An abundant supply of clay for "dolly" mud and for lining launders is available within a short distance of the smelter.

Jan 1, 1933

By E. H. Jr. Dix

IN selecting the subject, "Acceleration of the Rate of Corrosion by High Constant Stresses," for the 1940 Institute of Metals Division Lec-ture, I have been influenced by its highly theoretical and speculative nature as well as by the great practical importance of the correct inter-pretation and appraisal of the engineering significance of the phenomenon. I lay no claim to originality in talking on this topic, since it has been the subject of discussion for over a quarter of a century. However, as our technical thinking advances, old phenomena take on new and more significant aspects. In our studies at the Aluminum Research Labora-tories, we have encountered many perplexing and seemingly contradictory results and have been fascinated by the problem of dovetailing all of the many pieces of information to make a complete picture. I hope that in the brief period of this lecture I may share with you some of the enjoy-ment we have had in attempting to meet this challenge to metallur-gical science. The emphasis generally has been placed on the spontaneous failure by cracking of a metal under the combined action of high stress and corrosion, hence the present-day use of the terms "stress corrosion" or "stress corrosion cracking." The older term "season cracking," applied more specifically to copper-base alloys, includes, by inference, the element of time. For the purpose of the discussion today I will use "stress corro-sion" to cover broadly the effect of stress in accelerating the rate of corrosion of metals. To stay within the limits of allotted time the dis-cussion will cover the effect of high static stresses rather than repeated or dynamic stresses, which would take us into the related field of corro-sion-fatigue. The subject is particularly appropriate for an Institute of Metals Division Lecture because much the same phenomenon has been observed in almost all metal systems. Thus, in addition to the season cracking of brass may also be mentioned the "caustic embrittlement" of steel boiler

Jan 1, 1940

By E. Heaton Hemingway

DURING the past year, the Watertown Arsenal has been interested in the occluded gas and oxide content of certain ordnance steels in order to determine, if possible, whether some of the peculiar failures in their physical properties might not be traced to these causes. For the purpose of best accomplishing a study of this nature, it was decided to heat the various samples of steel in a vacuum for definite periods of time at high temperatures and carefully examine the quantity and composition of the gases evolved. By the use of a fused quartz tube fitted with a water-cooled, ground-glass stopper, it was possible to maintain a vacuum at a temperature of 1000° C. for 10 hr. without perceptible leakage being evidenced as measured by a McLeod gage. The silica tube was connected with an evacuating system so constructed that the volatilized gases could be removed from time to time and a low vacuum of 0.002 to 0.0010 mm. of mercury continuously maintained. At no time during the period of heating or in the removal of the gases did the evacuated system come in contact with rubber stoppers or any rubber connections, making contamination from such a source impossible. In other words, the only volatile products that could be obtained must necessarily have come from the steel itself or from the glass and fused quartz system or from the mercury used as a sealing agent. In the earlier experiments, the steel treated was in the form of turnings, but this practice was discarded because the weights of the turnings before and after being heated were widely inconsistent, even when taken from the same piece of steel. This discrepancy developed largely through variation in the amount of metal volatilized with the gases; this metal could always be seen in the form of a ring where it condensed in the cooler portion of the tube either in the amorphous or crystalline condition. Because of the frequency in occurrence and the variation in the manner of deposition, this material was roughly analyzed and found to consist for the most part of iron. At the same time two samples of steel that had been

Jan 8, 1920

[MUNOZ, P.: New Oil Fields in Trinidad, M27, 311 MUNRO, C. H., biography, M84, 354 MUNROE, H. S., biography, M83, 277 Muntz metal (See also 60:40 Brass): corrosion. See Corrosion of Metals. fatigue and corrosion-fatigue, 78, 597 heat-treated: cleavage structure, 83, 498, 505 grain growth, abnormal, 83, 503, 505 machinability, 99, 323 stress-corrosion cracking, 89, 249. 266 MURAKAMI, T.: iron-silicon diagram, 80, 253, 255 MURDOCH, J. A. W., biography, M28, 157 MURDOCK, W. J.: Discussion on Adaptability of Various Coals as Generator Fuel in Manufacture of Water Gas 78, 561, 565, 566, 568 MURPHY. D. W. AND CHIPMAN, J.: Solubility of Nitrogen in Liquid Iron (T.P. 591) 116, 179. Abs., YB35, 33; M35, 114 MURPHY, L. J.: Relative Advantages and Costa of Electric Power in Lease Operations 77, 219]

Jan 1, 1936

By Henry Howe

1. Introduction.-This paper is based in large part on the examination of two rings, shown in section in Fig. 4 to 15, cut from an eroded 14-in. (35.56-cm.) gun, liner, and containing, according to Booth, Garrett, & Blair: Carbon, 0.380 per cent.; manganese, 0.655 per cent.; nickel, 2.810 per cent.; vanadium, 0; chromium, a few hundredths of 1 per cent.; tungsten, 0; molybdenum, 0. These rings were received from Admiral Joseph Strauss, then Chief of Ordnance, U. S. Navy, through the kindness of Mr. Hudson Maxim, Chairman of the Committee on Ordnance and Explosives,, of the U. S. Naval Consulting Board.

Jan 2, 1918

THOSE MARKED THUS * ARE MEMBERS, MARKED THUS t ARE ASSOCIATES THESE SIGNS DOUBLED INDICATE LIFE MEMBERS AND ASSOCIATES RESPECTIVELY THE FIGURES AT THE END OF THE ADDRESS INDICATE THE YEAR OF ELECTION HEAVY FACED TYPE SIGNIFIES HONORARY MEMBERSHIP ` *AARONS, JULIAN B , Mine Supt, The Boulder Deep Levels, Ltd , Boulder, Western Australia, '05 *ABADIE, EMILE R, Cons and Min Engr, 1004 James Flood Bldg, San Francisco, Cal '76 *ABBE, CLEVELAND, JR, GeOl Aid, U S Geological Survey, Washington, D C '00 *ABBOTT, AI ARTHUR, Cerro de Pasco Mining CO , Cerro de Pasco, Peru, So America '95 *ABBOTT, ARTHUR V , Electrical Engr , Westinghouse, Church, Kerr & CO , 8 Bridge St, New York, N Y '82 *ABBOTT, CLARENCE E, Chief Min Engr, Care Fayal Mine, Eveleth, Minn '04

Jan 1, 1910

By T. F. Baily

During the period of the war, in both this country and Canada, a number of attempts were made to make pig iron from steel scrap in the electric furnace, and a considerable tonnage of white pig iron was produced, the silicon and manganese additions being made with ferroalloys; but it is believed that the experiments conducted. at Canton, Ohio, in

Jan 1, 1930

By Walter C. Lawson

The first plans were made in 1930 for the mining by open-pit methods of the low-grade disseminated ore body now known as the Morenci open pit. It was not until 1937, however, that final plans were completed and the decision reached to go ahead with the actual development. Many advances were made in open-pit mining equipment during that period of seven years, therefore the ways and means of attack actually used were very different from those originally contemplated. Diesel-operated bulldozers, big trucks, full-revolving electric shovels and electric churn drills constitute the major equipment finally purchased for this modern stripping operation. Neither the bulldozers nor the big trucks were considered in the early operating plans, for at that time bulldozers had not been used in mining operations and the trucks as yet were undesigned. The full-revolving shovel and the churn drills were not new developments in open-pit equipment, but both had undergone remarkable manufacturing transition, emerging far more efficient and far more dependable than their predecessors. Even the ordinary drilling steel had been fundamentally changed. It was now threaded so that the dulled cutting bits could be detached and replaced, thus eliminating the costly transportation of long bars to the drill shop for resharpening. The decision to use trucks in the preliminary stripping operations was based on the desirability of this type of transportation to economically prepare the pit for rail haulage, coupled with the success that the contractors had had with them on other big excavation jobs. There are at present no plans for the use of trucks beyond the preliminary work, inasmuch as rail haulage will give lower costs after roadbeds and benches are once established. For many years to come, both ore and waste haulage will be over favorable grades. The average length of ore haul between the pit and an assembly yard will be about two miles. From there the crushers will be 1? miles with a connecting track grade of 0.4 per cent. The upper ore benches of the pit will be reached from the yard by a series of four switchbacks over a ruling grade of 4.0 per cent compensated for curvature. Tracks to the dumps will be on 0.2 per cent grades.

Jan 1, 1940

By Walter C. Lawson

The first plans were made in 1930 for the mining by open-pit methods of the low-grade disseminated ore body now known as the Morenci open pit. It was not until 1937, however, that final plans were completed and the decision reached to go ahead with the actual development. Many advances were made in open-pit mining equipment during that period of seven years, therefore the ways and means of attack actually used were very different from those originally contemplated. Diesel-operated bulldozers, big trucks, full-revolving electric shovels and electric churn drills constitute the major equipment finally purchased for this modern stripping operation. Neither the bulldozers nor the big trucks were considered in the early operating plans, for at that time bulldozers had not been used in mining operations and the trucks as yet were undesigned. The full-revolving shovel and the churn drills were not new developments in open-pit equipment, but both had undergone remarkable manufacturing transition, emerging far more efficient and far more dependable than their predecessors. Even the ordinary drilling steel had been fundamentally changed. It was now threaded so that the dulled cutting bits could be detached and replaced, thus eliminating the costly transportation of long bars to the drill shop for resharpening. The decision to use trucks in the preliminary stripping operations was based on the desirability of this type of transportation to economically prepare the pit for rail haulage, coupled with the success that the contractors had had with them on other big excavation jobs. There are at present no plans for the use of trucks beyond the preliminary work, inasmuch as rail haulage will give lower costs after roadbeds and benches are once established. For many years to come, both ore and waste haulage will be over favorable grades. The average length of ore haul between the pit and an assembly yard will be about two miles. From there the crushers will be 1? miles with a connecting track grade of 0.4 per cent. The upper ore benches of the pit will be reached from the yard by a series of four switchbacks over a ruling grade of 4.0 per cent compensated for curvature. Tracks to the dumps will be on 0.2 per cent grades.

Jan 1, 1940

By A. B. Kinzel

PRECISE knowledge regarding the effect of heat treatment on the properties of steel has made possible the detailed specifications and instructions covering optimum heat-treating temperatures and practices that are in current use. A distinct contrast is presented by the metal-lurgical treatment of steel adjacent to a fusion weld, as such steel is subjected to each, temperature from room temperature to fusion tempera-ture, and cooled at a rate that is not generally controllable but is pre-determined by the nature of the assembly to be welded, the kind of welding used, and the surrounding conditions. This is true regardless of the type of fusion welding: oxyacetylene, electric arc, thermit or flash resistance. Therefore it seemed desirable to investigate the effect of this metallurgical treatment on the characteristics of carbon steels commonly used for welding, by a detailed study of metal subjected to each temperature range; i.e., each heat-affected zone. Oxyacetylene welding was chosen for the investigation because of the experimental facility of accurately segregating and studying each tem-perature zone. The nature of the zones produced by other types of welding is the same. The difference is primarily a matter of dimensions of each of the temperature zones involved. The advantages and dis-advantages of the extent of the zone are of prime moment, and are dis-cussed after the presentation of the detailed zone study. No mention is made of the fused metal proper, as this has been the subject of much published research and the nature of the solidified metal is fairly well known.

Jan 1, 1935

By A. C. Boyle

PaGE I. Introduction.........68 II. Location of the District,....... • 70 .. III. Stratigraphy...........73 Description of the Rocks.......73 Triassic Eruptives (Andesite Flows and Tuffs) ....73 Triassic Sediments (Shales and Slates)..75 Areal Geology ............75 Structure...-.......76 Folds............. 76 Faults..........79 Shear ...........80 Intrusives..........81 Alaskite Dike.........81 Andesitic Intrusion.......82 IV. PetrogRaphy of thE Rock Types......83 Andesite Flows.........84 Tuff 8...........84 Andesite Tuff........84 Rhyolite Tuff.....-.......85 Alaskite-Porphyry.......89 Andesite Dike........91 V. Description of the Mines......92 VI. Metalliferous Deposits ........ 95 Character of the Ores...........97 Mineralogy of the Ores.......97 Metallic Minerals.......97 Microscopic Character of the Ores...98 Secondary Enrichment....... 103 Genesis of the Ores ...........104 VII. The Sulphate Deposits.......109 Gypsum ..... HO Anhydrite......... ,... 110 Barite............ 110 Origin. with special reference to Gypsum....111 VIII. Summary.............. 113 IX. BIblYogRaphY.............114

Jan 1, 1915

By Edgar Bain

THE results are presented of an investigation to discover the fundamental atomic conditions existing in Corson's high-copper alloys hardenable by means of silicide solution and reprecipitation. The study attracted the writer because it offered a very convenient example of the general type of hardenable alloys exemplified by duralumin, Sykes' iron-tungsten and iron-molybdenum alloys and the hardenable lead antimony. SUMMARY OF RESULTS AND CONCLUSIONS In brief, the investigation shows that very perfect crystallinity exists in the solid solutions prepared at high temperature to contain as much dissolved silicide as possible. The lattice parameter of copper is altered very little by the amount of cobalt, nickel or chromium, and silicon dissolved. The hardening by drawing at a temperature to initiate precipitation of excess silicon and metal produces a remarkable change in the atomistics of the solid solution. The old perfection of crystallinity in the solid solution is destroyed and the new atomic spacings are of variable magnitude even in one grain, and a condition in a measure resembling that found in martensite is observed. Were no particles whatever precipitated by the drawing action, still ample causes for hardness would be in evidence in the solid solution alone. The lack of plane continuity in the crystal grains would oppose slip in a very effective manner. Complete annealing restores the crystalline perfection in large measure. In these alloys even the most sensitive methods failed to reveal the characteristic pattern of the silicide precipitated by the anneal, but this was largely to be expected as the amount is relatively small.

Jan 1, 1927