Search Documents

By Robert Glass Cleland

[CHAPTER PAGE I Anson Greene Phelps II A Family Enterprise III Railroads, Coal, and Lumber VI William E. Dodge, Merchant and Philanthropist]

Jan 1, 1952

Jan 1, 1929

Jan 1, 1929

Jan 1, 1969

Jan 1, 1940

[Allen -Sherman-Hoff Pump Co Third Cover Dee Carlton Brown. Advertising Allis-Chalmers Mfg. Co 228, 228,241 Compton Advertising, Inc. American Cyanamid Co James J. McMahon. Inc. American Manganese Steel Div., American Brake Shoe Co; 246 Fuller & Smith & Ross, Inc. Anaconda Copper Mining Co 229 Kenyon & Eckhardt Inc.]

Jan 1, 1952

Jan 1, 1945

Jan 1, 1951

Jan 1, 1948

J. S. Unger,* Pittsburgh, Pa. (written discussion?).-I heartily agree with the author's suggestion, near the close of the paper, that greater uniformity in the making and use of brick is desirable. The effect of the manner of laying the brick, the mortar or cement used, the necessity of standardizing the shapes, the elimination of irregular or poorly designed brick, and the necessity for uniform operating conditions were pointed out by me some years ago. Many factors influence the quality of firebricks. The following figures obtained from bricks during their making or after completion show the need for greater uniformity in their quality. These results were obtained from regular commercial bricks, shipped to the consumer. In many cases the samples were from the same car load.

Jan 11, 1919

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 AIME AIME

C. H. BENEDICT, chief metallurgist of the Calumet and Hecla Consolidated Copper Co., has pioneered for nearly half a century. Noted for his ammonia leaching process, lie has Iong been responsible for all Calumet and Hecla mill, concentrator, and reclaination plant flowsheets. His influence has spread far beyond his own organization. lie is dean of Lake Superior metallurgists and has contributed greatly toward raising his specialty-the country over-to an honored profession; not merely an honored profession but a profitable one for industry and the public. The leaching process which he developed in 1912 has, since 1915, produced for Calumet and Hecla 250,000 tons of copper from waste tailings at a cost per pound, in 1929, below five cents. It has yielded profits of $35,000,000. In the war just ended, this process proved the only one adaptable to the recovery of copper from gilding-metal¬clad steel strip, and Calumet and Hecla treated more than 50,000 tons of such scrap for the Government.

Jan 1, 1945

Mr. Address Member is hereby proposed by the undersigned, as a Associate Junior Member of the American Institute of Mining Engineers. Signature of three Members. or Associates (not Junior Members). Place of birth Year of birth . Education, when, where and how acquired, with degrees, if any. A technical education is not requisite for membership. Dates Please give record of experience on following page with dates; for example, in the form used by ?Who's Who In America" and similar publications.

Jan 3, 1918

Jan 1, 1947

(Under this heading will be published notes sent to the Secretary of the Institute by members or other persons introduced by members.) Experienced mining engineer, Columbia School of Mines graduate, practical experience in drifting, shaft sinking and development work, also in mining, operating and equipping iron, copper and zinc properties. Married, age 32, available at once. Open for position as superintendent or assistant. No. 462. Member, mining engineer, age 39, married, technical graduate, 12 years' experience in gold mining and milling; past four years as superintendent of large properties. At present employed but open for engagement after July 1; will consider no position not offering a future. Salary $4800. No. 467. Member, mining engineer, age 46, married, desires a position as superintendent, or an opening with an industrial company of permanency. Western and Alaskan experience in mining, cyanidation anti concentration. At present manager of an Eastern property, but desires a change. Available on thirty days' notice. No. 468.

Jan 7, 1918

Jan 1, 1966

Jan 1, 1918