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Jan 1, 1936

By W. E. Newton

THE following notes are offered primarily to show that industrial minerals or their products have a much more important place in the metallurgical industry than is perhaps generally realized, and with the hope also that some statement by the metallurgical consumer of the relative merits of various materials for particular requirements or services will l;>e of value to the industrial mineral producer. These notes are not in any way presented as complete. Also, some of the statements made may be debatable. The grouping adopted is as follows: (1) Refractories; (2) Fluxes; (3) Construction materials; and ( 4) Miscellaneous applications. Fuels are not dealt with in the present paper. REFRACTORIES GENERAL: Refractories are materials which will withstand high temperatures with-out melting or becoming markedly soft or pasty. While their primary function is to withstand heat, they are usually called upon to resist one or more of the following destructive influences: abrasion, pressure, corrosion by slags or fluxes, and rapid changes in temperature. Refractory materials may be conveniently divided into three classes: (1) Acid refractories-consisting of silica, or containing silica as their chief constituent. They combine more or less readily with metallic oxides, forming silicates, and are hence termed 'acid'. The most important of these are quartz, quartzite, siliceous sand, tripoli, Dinas rock, and ganister. Most fire-clays, although generally considered neutral sub-stances, contain relatively small amounts of free silica and are, to that extent, acid. (2) Neutral refractories-the term is merely relative in most cases, since, at high temperature, many of the refractories that are classed as neutral will react chemically with a strong base, functioning as a weak acid; or, conversely, with a strong acid, functioning as a weak base. Chrome and graphite are the most nearly neutral of all the commonly used refractory materials.

Jan 1, 1936

Albin, B. R Billings, Mont. '28 Amster, Nathan L 25 Broad St., New York, N. Y. '28 Bache, Jules S 42 Broadway, New York, N. Y. '28 Barrett, C. P 5338 Harper Ave., Chicago, 111. '28 Bayless, William S Russ Bldg., San Francisco, Cal. '28 Bean, Louis, H 60 E. 42nd St., New York, N. Y. '28 Beatty, Ross J Room 604, 6 N. Clark St., Chicago, III. '28 Benwell, Oswald F Hold Mags. '28 Beymer, Albert S., V.P., Keystone National Bank Pittsburgh, Pa. '28 Blumenthal, Hugo 44 Pine St., New York, N. Y. '28 Boettcher. Charles Ideal Cement Bldg., Denver, Colo. '28 Bowlus, Thomas H., Banker, Pres., Allen County State Bank Iola, Ran. '28 Brown, Colvin B Chamber of Commerce, Washington, D. C. '28 Burt, Maxwell Struthers Southern Pines, N. C. '28

Jan 1, 1936

By W. F. Holbrook, T. L. Joseph

The problem of sulfur control is important in all blast-furnace operations but particularly for certain grades of steel because of the rigorous specifications. During the past decade the tendency has been to produce pig iron and hot metal of lower sulfur content. As most of the sulfur in the iron originates in the fuel, the use of high-sulfur coke demands modifications in practice to meet sulfur specifications. While it is generally known that high temperatures and more basic slags favor desulfurization, operators as a rule produce the most acid slag that will permit proper desulfurization. The viscosity of blastfurnace slag has been thought to be related to desulfurization and has been investigated by Feild and Roysterl, also McCaffery and his associates*, but apparently no systematic effort has been made to determine the relative desulfurizing powers of slags over the range of composition encountered in practice. Development of Testing Method Because slag and metallic iron are immiscible, the desulfurization reaction is heterogeneous, occurring only at the interfaces between slag and metal bodies. In the blast furnace the newly reduced iron, containing FeS, descends through the slag bath probably either as small drops or streams, at the interfaces of which desulfurization occurs. After its descent through the slag the iron collects to form a bath of metal, at the top surface of which desulfurization reaction probably occurs. These two steps have been thought to account for all desulfurization in the blast furnace. Kinney3 found that metal removed from the blast furnace just above the tuyeres contained three to four times as much sulfur as the iron at cast. Herty and Gaines4 conclude that most of the sulfur is removed while the metal is passing through the slag. Mund, Stoecker

Jan 1, 1936

By G. R. Fitterer

BY means of the C-SiC thermocouple1, liquid metal temperatures have been found to vary much more than was previously supposed, and fortunately these variations can be directly associated with some of our former knowledge which combined to form the "art" of liquid-metal manipulation. COMMERCIAL DEVELOPMENT OF THIS DEVICE Several types of installations are operating in different plants. There are so many variables in steel plants in regard to operation, pro-cedure, arrangement of pouring platforms, ladles, etc., that most of the installations now in service in this country are "tailor-made"; never-theless, it is felt that satisfactory gains have been made inasmuch as each installation has indicated some effect of temperature upon the metal-lurgical operation, and has pointed the way toward technical and finan-cial benefits. In most cases, it has been necessary to accumulate the temperature data until sufficient metallurgical information is available for the drawing of conclusions. When mechanical difficulties have been eliminated, a distinct correlation of these factors has been obtained. The installations now in service. are used for the determination of temperatures in the basic open-hearth furnace prior to tapping and in ladles from both acid and basic furnaces prior to pouring. Some of the installations are in shops making the higher priced steels; others are in "tonnage shops." The errors of human element, smoke screens and emissivity corrections connected with the use of the optical pyrometer do not affect the C-SiC thermocouple readings. The accuracy of the C-SiC- thermocouple and the temperatures measured are discussed later in this paper.

Jan 1, 1936

There is no new outstanding fact to be noted concerning the development of petroleum production and research in France and her possessions during 1935. France.—Pechelbronn remains the only important producing field in France. The total output has reached 538,921 bbl., showing a small decrease on last year's figures. Out of this, 302,737 bbl. was extracted by drilling and 236,184 bbl. (44 per cent) was obtained by means of shafts and galleries. Exploration of deeper formations was still in progress, and resulted in the discovery of a new Middle Triassic (Muschel-Kalk) producing horizon. In the vicinity of Hirtzbach (South Alsace) shallow exploration tests (500 ft.) were drilled by the Société de Pechelbronn, oil indications being found in the Tertiary. Two more important wells are now drilling in deeper horizons. The Chantenay well (Niévre) was finished in August, 1935, at a depth of 3544 ft.1 A test is under progress in Savoie. South of Gabian, at Pezenas, the erection of a rig is nearly completed.

Jan 1, 1936

By H. F. Moore

Jan 1, 1936

By E. J. Lintner

This paper is one of a series being prepared by the United States Bureau of Mines describing clay and shale mining and crushing methods and costs at various operations throughout the United States. These papers are designed to disseminate technical information regarding methods used. The cost tabulations represent local operating expenditures only and not total production costs. It is recognized that publication of total production costs may, in many instances, cause embarrassment to the individual operator as well as to the industry as a whole. On the other hand, it is essential to the technical discussion and study of methods employed to consider operating costs. The attention of the reader is specifically called to this differentiation in order that no misunderstanding of the scone of the cost tabulations shale ensue. The open-pit recovery of clay and shale is a comparatively simple operation in comparison with underground mining; nevertheless, it represents an appreciable factor in the cost of manufacture.

Jan 1, 1936

PAGE Problems of American Railroads Early in 1936, by J. J. Pelley 3 The Heavier Nonferrous Metals in Transportation, by C. H. Mathewson... 9 Light-weight Metals in the Transportation Industry, by Zay Jeffries 21 Trends in the Metallurgy of Low-alloy, High-yield-strength Structural Steels, by H. W. Gillett 40 Structural Steels and Light-weight Metals in the Transportation Industry, by Horace C. Knerr 62 Proposed Use of Alloys in Merchant Shipbuilding, by Edgar P. Trask 66 Mutual Effects of Metallurgy and Speed in the Automotive Industry, by Merrill C. Horine 84 The Railroads and Light-weight Equipment, by W. W. Colpitts 93

Jan 1, 1936

By E. G. Bailey

The bituminous coal industry faces a real problem, if it desires to retain the position in the power-generation field to which it is economically entitled. More power is probably produced today for electrical energy, for steam-driven and steam-heating industries and processes, for transportation by rail, water, highway and air, collectively, than ever before, and yet the total bituminous coal production has decreased about 38 per cent, from 575,000,000 tons in 1926 to 357,500,000 tons in 1934. It is not the intention of the writer to recommend coal as a fuel for automobiles and airplanes, but rather to point to these forms of transportation as being responsible in a very measurable degree for reducing the coal consumed by railroads. Petroleum products may still further reduce consumption of locomotive fuel through the extension of the use of Diesel-driven trains. Oil-burning steam-driven locomotivcs are replacing coal in some places, where railroads operating high-speed passenger trains are willing, temporarily at least, to pay a premium for the fuel that is low in ash and produces less smoke and practically no cinders. In the navy and ocean-going passenger ships, oil is so firmly established, and has such definite advantages over coal as formerly fired, in steaming radius, in ease of bunkering, cleanliness, and reduction in firing labor, that very outstanding developments in the handling and burning of coal will be rcquired in order to replace oil. For freighters on the Great Lakes, coal is the logical fuel, but there is great and immediate need of radical improvements in its use, else that market also may be lessened. It is not within the scope of this paper to discuss in detail bituminous coal for either locomotive or marine use, but, rather, generation of power in stationary plants, consisting of electrical generating stations and that very large group of miscellaneous industrial plants, such as paper, rubber, textile, steel and other industries that use electrical, mechanical, and steam power, derived from either hydro or some form of fuel.

Jan 1, 1936

By Russell Spry

THE cyanide plant of the Cariboo Gold Quartz Mining Company, Limited, at Wells, B.C:, in the Barkerville section of the Cariboo mining division, was erected during the latter part of 1932 and placed in operation in January, 1933. The initial capacity of the plant was about 50 tons daily. This was increased to 100 tons at the end of 1934 and stepped-up to 150 tons in September, 1935. It is expected that further plant extensions, for milling a total of 200 tons daily, will be required during the early part of 1936. Recent additions to the mill have been so planned as to permit ready expansion to 275 tons daily when underground development warrants the milling of this tonnage. It is the purpose of this paper to outline briefly the steps taken to bring the plant to its present capacity and to comment on possibilities for further plant expansion. The gold in Cariboo Gold Quartz ore occurs as free gold in the quartz and on pyrite surfaces. Some of it is very finely divided, specks l/10,000 inch having been observed microscopically, according to Dr. G. Hanson. In addition to pyrite, which comprises probably 15 to 20 per cent of the mill feed, galena and sphalerite are present, with small amounts of arseno-pyrite and chalcopyrite. Sulphobismuthites-chiviatite, galenobismutite, cosalite, etc.-occur more or less frequently in certain sections of the mine. Following tests on Cariboo ore by the Mines Branch, Department of Mines, at Ottawa, treatment of the ore by straigh t cyanidation was recommended and a 50-ton plant employing continuous counter-current decantation was erected. This plant was built as a pilot mill, the intention being to erect a larger mill after metallurgical treatment had proved successful over an extended period. This original installation, however, has been enlarged and retained as an operating unit, additional equipment being added to it as capacity increases have been required.

Jan 1, 1936

By A. R. Jr. Amos

LOG washers have been used for many years in the washing of clay iron ores, phosphate rock and manganese ores, but not until the past 15 years have they been employed to any extent in the preparation of aggregate materials and fluxing stone. For a machine of such importance where tenacious clay or soft rock must be eliminated, there are few data generally available. The purpose of this paper is to set forth the results obtained from several operations, together with a few suggestions for planning a specific installation. Where the material to be washed out consists of loose surface soil, silt, or small amounts of quickly soluble clay, there is little competition with other forms of washers, because greater power and maintenance are required for the operation of log washers, but where the foreign matter is a stiff clay, such as occurs with high-calcium limestones and in marginal gravel deposits, the ability of other kinds of washers to eliminate com-pletely the hard clay balls is at least uncertain. Then the log washer comes into its own field, for with the breaking and churning action of the logs it will clean out the toughest clay. Even with material from the hydraulic dredge, if it contains tough clay, the log washer is desirable unless the gravel is subjected to a costly soaking and rehandling process. Recently there has been a considerable development in other types of machines to accomplish these results but it is not within the scope of this paper to make comparisons between competitive types, but to present the best obtainable data on log washers only. From the primitive design that gave it its name, a long log hewn from a tree, with paddles forged to shape from strap iron and attached by lag screws, the log washer has gradually been developed to the present all-steel type. As now manufactured, the log washer consists essentially of two built-up logs on which are mounted a series of paddles, carried by shafts fitted at the ends of the logs on bearings fastened outside the enclosing steel box, or trough, which is set at an angle of about 5° to 10° and into which the material is fed. Stuffing boxes at the places where the shafts pass through the box at the lower end are equipped with water-

Jan 1, 1936

By R. A., Pallanch

SO many variations of lead-zinc ores occur in nature that it is impossible to state any rules that will apply to the concentration of ores of this type. Some have lead and zinc in approximately equal amounts; others may have pre- dominant amounts of one or the other metal. There are gradations from all sulfide to completely oxidized minerals. Some such ores carry little pyrite, others contain much more pyrite than they do lead and zinc combined. The behavior of ores in flotation is largely a function of their lead-zinc ratios. their content of pyrite or pyrhotite, the nature of existing soluble salt conditions, the character of the gangue constituents: and the speed with which the minerals float. For the purposes of this paper only those lead-zinc ores handled commonly in present-day flotation practice will be considered. These are practically all-sulfide ores with relatively minor degrees of sulphatization or oxidation.

Jan 1, 1936

By E. J. Lintner

This paper is one of a series being prepared by the United States Bureau of Mines describing clay mining and crushing methods and costs at various operations throughout the United States. These papers are designed to disseminate technical information regarding methods used. The cost tabulations represent local operating expenditures only and not total production costs. It is recognized that publication of total production costs might, in many instances, cause embarrassment to the individual operator as well as to the industry as a whole. On the other hand, operating costs are essential to a technical discussion and study of the methods employed. The attention of the reader is specifically called to this differentiation in order that no misunderstanding of the scope of the cost tabulations may ensue. The author wishes to acknowledge the assistance of the following persons: L. W. Camp, general manager; S. Cooper, plant superintendent; and W. R. Riel, office manager.

Jan 1, 1936

Jan 1, 1936

By Nelson Taylor

WITH the extensive deposits of potash minerals which have been dis-covered in the southwestern states, and their rapid development, a permanent. American supply of potassium compounds is now assured. The 325-year history of the potash industry in this country has been told by H. I. Smith1, of the U.S. Geological Survey, and the more recent activities of the Survey and of American potash companies were described last year by the same author2. In fact, it may be stated that so great is the productive capacity that two mines in New Mexico and one in California are able to supply more than half a million tons of crude and refined salts over and above that produced for agricultural purposes. The era of scarcity has given way to an era of superabundance. This situation makes it desirable for the potash producer to look for other applications for his product, and it is with this in mind that the writer presents some information pertaining to present and possible future uses for potassium compounds in the ceramic industry.

Jan 1, 1936

By H. J. Conolly

The area around Osisko lake, the Horne mine, and the town of Rouyn, in northwestern Quebec, presents a most interesting structural problem. The present discussion is confined to an area around Osisko lake, about six miles long and three miles wide, shown in Figure 1. The writers are particularly indebted to Mr. Thayer Lindsley, of Ventures Limited, who sponsored the investigation and gave permission to publish this paper. Mr. H. L. Roscoe and Mr. Oliver Hall, of Noranda Mines, Limited, gave every possible assistance; and the Noranda geologists, Mr. H. M. Butterfield, Dr. Peter Priee, and Dr. G. G. Suffel, contributed many data and ideas. It is a pleasure to acknowledge also the fuidance of Dr. W. F. James and Dr. B. S. Buffam and the full use made o their maps and criticism. Dr. M. E. Wilson and Dr. A. Lang, of the Geological Survey of Canada, kindly furnished data on the geology in neighbouring fields. Mr. E. Bailey assisted ably in the field, and Mr. H. F. King kindly reviewed the text. Memoir 166 of the Geological Survey of Canada, The Geology and Ore Deposits of the Roztyn-Harricanaw Region, Quebec, by Cooke, James, and Mawdsley, proved an invaluable source of information. STRATIGRAPHY The following stratigraphie sequence is based in part upon the interpretation of the structure as outlined in this paper:

Jan 1, 1936

By O. Nomland

The work of The Bahrein Petroleum Company, Ltd., on Bahrein Island consisted mainly in continuing development work and prospecting previously reported. The exploratory work, however, has been greatly minimized and new wells are being drilled, chiefly for the development of larger production; 20 wells had been completed by the end of 1935 and 8 were being drilled. In addition to what has been referred to as the ''main pay," two deeper productive horizons have been discovered, which apparently will greatly increase the potential of the field although the areal extent of this lower production has not yet been determined. The proven acreage of the "main pay" is more than 12,500 acres. Current production (principally from the upper horizons) is about 13,400 bbl. a day. The construction of a 10,000-bb1.-a-day refinery has begun and is to be in operation by July, 1936. It is expected that the capacity will be considerably increased at a later date. The construction of office buildings and a permanent camp has been almost completed. In Saudi Arabia the California Arabian Standard Oil Co., a wholly owned subsidiary of the Standard Oil Company of California, spudded in a well in April, 1935, near the village of Dammam, on the Persian Gulf coast of A1 Hasa. Although several important showings of high-gravity oil and considerable gas have been found, the well is not yet considcred a commercial producer. Dammam well No. 2 has been started farther south on the same structure. A great deal of reconnaissance and some detailed geological work has been completed during the last three field seasons. In order to overcome difficulties of transportation over the desert sand, unusual methods have been used. The parlies penctrating the interior by the use of automobiles and trucks have been supplied with gasoline and provisions by caravans of camels. Mail and supp1ies of lighter weight urgently needed have been carried to the field men by an airplane operated by the geological division of the company. Each party has been supplied with a radio receiving and transmitting set to keep in contact with the airplane as well as with geological headquarters at Jubail on the coast of A1 Hasa.

Jan 1, 1936

By Leonard Grimshaw

THE idea of bonding two dissimilar ferrous metals, and making use of both, is an old one. Tips have been brazed onto tool shanks for many years. The bonding of larger pieces to form whole bars and sheets has also been accomplished, but has received little attention in the technical literature, although a number of patents have been issued covering various methods for its accomplishment. There are three main motives behind the manufacture of composite steels. One is that the physical properties of one steel may supplement those of another; a useful, but at the same time, hard, brittle steel may be backed by a soft ductile one, or a stainless steel may be backed by a steel possessing greater strength. Another motive is direct lowering of cost; an expensive steel may be backed by a less expensive one, bringing down the cost of the piece as a whole. The third motive is an indirect lowering of cost, as when a useful steel is backed by a steel that is easier to machine, so that machining cost on a finished product is lowered considerably. Often more than one of these motives lead to a decision to use a com-posite steel.

Jan 1, 1936

By Edgar Trask

EACH branch of engineering seems to depend on the cooperation and contribution of some other branches to enable it to produce more efficient methods and appliances for man to use. The purpose of this paper is to show approximately the gain in efficiency of self-propelled merchant ships when steel of greater elasticity is substituted for mild steel in some of the strength members and alu-minum alloy is substituted in some of the parts where strength is not essential. The new steel will have some greater strength and a much greater elastic limit in the as-rolled condition, and must be readily weld-able under ordinary conditions of shipbuilding. Naturally, its cost may be more than mild steel, but if the demand is great that excess cost may be reduced to an amount that will make its use more economical than that of the present mild steel. There appears to be a well defined axiom in engineering today that to use the least power to carry a given load the weight of the carrier must be reduced to a minimum. This minimum must be, of course, consistent with the necessary strength, rigidity and durability and it must not be attained at an excessive cost where the fixed charges of the carrier will exceed the savings in, operating the motive power. Recent railroad equipment is a notable example of this, and in these trains alloy steels and aluminum together with less weight per horsepower of the power plant are reducing the weight of the carrier and hence the total power required for moving the paying load. Before considering the application of these metals to shipbuilding, it is well to explain some of the fundamentals of ship design.

Jan 1, 1936