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CONTENTS PAGE SOUTHWARD, GLENN B.-Coal Mining by the V System. Discussed by Glenn B. Southward, Howard N. Eavenson, Edward B. Raiguel, Thomas de Venny, J.. J. Rutledge, Graham Bright 1 ARMS, RAY W.-Dry Cleaning of Coal. Discussed by Ray W. Arms, S. A. Taylor, Howard N. Eavenson, W. R. Crane, F. F. Jorgenson, G. R. Delamater. 6 EAVENSON, HOWARD N.-Data About Labor Employed in Various Bituminous Coal Mines. Discussed by Howard N. Eavenson, George H. Ashley, E. A. Holbrook, S. A. Taylor, R. V. Norris 14 Coal Mining by the V System Discussion of the paper of GLENN B. SOUTHWARD presented at the New York Meeting, February, 1924, and issued as Paper No. 1300-C, with MINING AND METALLURGY, February, 1924. MEMBER.-How do you pay your men for loading? GLENN B. SOUTHWARD.-Everything is on time basis. MEMBER.-How many men do you have loading across one of the diagonal faces? GLENN B. SOUTHWARD.-From four to five, depending on the length of the face. Our loaders are so arranged that each will give about twenty-five tons per loader a day. MEMBER.-How much timber do you use? GLENN B. SOUTHWARD.-A little more than will be used in room-and-pillar work, but not a great deal more. We have not attempted to recover much of our timber. MEMBER.-IS the mine union or non-union? GLENN B. SOUTHWARD.-Non-union. HOWARD N. EAVENSON, Pittsburgh, Pa.-I went .through that mine some weeks ago, and think that the author has been very conservative in his statements about the amount of loadings, etc. EDWARD B. RAIGUEL, Huntington, W. Va. (written discussion).¬Page 7 shows 60 men employed in day and night shifts, inside the mine, producing 750 tons per day. Let us reduce these figures to a man-hour basis, for comparison with Mr. Eavenson's figures on West Virginia mines, as follows:

Jan 6, 1924

By Charles A. Ashburner

VERY little is known of the economical value of the cod-bells of the State of Texas. The first authentic statement in regard to their occurrence is that contained in the reports of the United States Exploratians for the Pacific Railroad, near the 32d parallel of latitude, published in 1863-55. Professor William P. Biake reports, "that a number of seams of bituininorls coal, varying in thickness from two to four feet, have been opened along the Brazos River, in Young County, about one hundred and fifty miles west of Fort Worth." Dr: Shurunrd also states, " that the claracteristic fossil fornis of the Carbeiferaas Era have been found with this coal, and considers the age of the formation established. Foesils obtained from the carboniteroas limestone remove all doubt of the age of these deposits."† In the spring of 1879, I was called upon by some Eastern capitalisets to make an examination of the Brazos coal-field, in order to obtain the thickness, extent., and value of the coal which could be mined and be'made merchantable fir stearn, heating, and metallurgical purposes. The demand for coal in this section of the country is great, and a fuel which in our Eastern markets might be considered of inferior quality, would here find a ready sale. It must be remernbered that the market value of a coal does not depen'd upon its absoltite purity, but upon its actual value in heat units which it is capable of prodwing. A poor coal which can be cheaply milled near the consuper, is infinitely more remunerative to a mining company than a superior coal whose cost to the consumer is greatly increased by high mining charges and railroad freights. The value of the Texan coals does not depend upon their purity but upon their low first cost and nearness to a market. A glance at a geological map of the United States, will show that the Brazos coal-field is the extreme southwestern extension of what may be called the Missourian, Fourth or Western, bituminous coal

Jan 1, 1881

By H. J. Struth

In these trying times of proration and low oil prices, it is decidedly necessary for all branches of the petroleum industry to accord full recognition to the economic phenomena that contribute to its varying state of welfare. Perhaps no other single factor has a more important bearing upon the general oil situation than the supply and demand of gasoline. Year after year, the records have shown that the degree of prosperity or depression accompanying the industry's developments has been to a large extent influenced by the degree of balance maintamed between the supply and demand of gasoline. More and more it is being realized within the industry that equilibrium between the supply and demand of gasoline forms the basic structure of crude and product market values and, consequently, the deciding factor in the financial results of the industry as a whole. The influence of the gasoline situation upon the market and financial structure of the petroleum industry was effectively demonstrated during 1930, when excess accumulation of gasoline undermined not only the refined oil market but the crude market as well. In fact, it was a top-heavy gasoline situation that defeated the realization of benefits that might have accrued from an otherwise favorable statistical position in the producing branch of the industry. Indicative of this is the fact that crude oil production was curtailed to the extent of 98,323,000 bbl. last year, while refinery runs to stills were maintained at an excessive rate until late in the year, creating an excess gasoline production of 6,663,000 bbl. above actual requirements. Nevertheless, the movement to curtail refinery operations during the closing months of the year prevented a far worse situation, although it came too late to turn the ebbing momentum of the general oil market. Despite the severe depression of the market values that accompanied 1930 developments, it can be said that the results attained during the closing months of the year, in the direction of production control, marked a decisive turn in the industry's economic affairs. In fact, a review of the oil situation from every angle points definitely to a better general understanding and recognition of the workings of the economic law of supply and demand. As a result, the year closed with crude production in

Jan 1, 1931

By F. E. Bash

About three years ago, the writer presented a paper1 on the rate of heating and cooling of a 24-in. round ingot. The present paper deals with work done on larger ingots at the plant of the Allis Chalmers Mfg. Co., Milwaukee, Wis., in August, 1919. Sufficient data on ingots of all sizes were desired to enable one to calculate in advance the rate at which any ingot could be raised to a forging temperature without injury to the steel, determining also the temperature gradient between different sections of the ingot and the length of time necessary to heat to the center. This has now been experimentally determined for 24-in. and 45-in. ignots by the writer and for a 18-in. cube by E. F. Law.2 J. F. Harper has also made tests on heat-treating temperatures on 30-in, ingots; which data are included in this paper. No attempt is made here to work out a formula for the heat penetration of steel, for too many factors are involved concerning which we have not sufficient information, as for instance, the specific heat of steel up to 2300' F. It is hoped that eventually a set of formulas will be developed so that one may calculate maximum allowable temperature differences within an ingot for any particular kind of steel and the rate of absorption of heat and temperature gradient within the ingot for a definite temperature head. EXPEEIMENTAL INGOT The ingot tested was 45 in. in diameter, having been forged into the shape shown in Fig. 1 from 54 in. diameter. Seven -in. holes were

Jan 1, 1923

By Philip M. McKenna

WHEN a new material becomes available to industry, it is useful to describe its properties as a guide to its most effective application; and when the new material may be produced in compositions having a series of graded properties, tests to select the combination of properties best adapted for various uses are helpful. The class of materials to be considered in this paper are hard tool materials produced by processes of powder metallurgy from hard carbide constituents and various matrices of iron, nickel or cobalt, or alloys of them with tungsten, or tungsten and carbon. The customary use of carbide hard alloys is for metal-cutting tools; although wire-drawing dies, lathe centers, follow rests, grinding rests, burnishers, rolls, extrusion dies, measuring gauges and micrometers, and a number of other tools are also made with these hard alloys as the essential wear-resisting parts. The properties and tests to be considered are those affecting these uses. In the development of tool materials since the industrial revolution we have had carbon tool steels, Mushet steel, high-speed steels, stellites, and now cemented carbide compositions. For an understanding of the latter category of materials their properties and uses relative to the older and more familiar tool materials will be considered. Hardness has been the property of greatest practical interest in tool materials. The word "hardness" is a generalized term lacking definite¬ness unless the specific test used is described. However, efforts to explain physical properties as a consequence of chemical bond, and distance between atoms in chemical compounds have been illuminating. This seems the most generalized attack on the problem, and is based upon the idea that atoms in a lattice are held together as the square of the valence and inversely as the square of the distance between the atoms. The compounds compared must all be of the same crystalline arrangement. It is interesting to note the values of the figure [V ] a number of

Jan 1, 1938

By H. H. Power, C. H. Pishny

When an oil operator becomes a party to a proration agreement he may wonder, with good cause, whether production prorated .today is merely deferred until tomorrow or whether oil might be lost. Various types of evidence obtained from production records when studied quantitatively are of great assistance in arriving at definite conclusions. A study of individual examples cited in this paper leads towards some solution of the problem, particularly when they are considered in the aggregate. Many production curves on various pay horizons were studied. A disappointingly large number of these were of contributory value, but inconclusive. However, there were enough curves of similar type from the Wilcox sand at Earlsboro, Bowlegs, Seminole City, the Cromwell horizon at Little River, and the Simpson dolomite at Valley Center, Kansas, from which reasonably definite conclusions were drawn. Assuming that deferred production is later made up with no increase in ultimate recovery, a curve (Fig. 1) shows the normal flowing and pumping life of a composite well, contructed by the family curve method. The initial production of the well shown is 1700 bbl. daily and the allowed production is 25 per cent. On this basis the average daily allowed rate for the first month is 425 bb1., or the area BCDE, which is equivalent to the area AFDG under the normal decline curve. The potential production for the second month is 1500 bbl. and the allowed production 375 bbl. daily. By this procedure a potential curve for each succeeding month is obtained (points A, H, I, J and K). If the well is opened it should produce somewhere near its potential curve for a short period and then decline at a more rapid rate than the potential curve. This theoretical analysis is basic. Actual examples exhibiting all points raised by the ideal curve are rare. Proration in the Mid-Continent area has been effected mostly by leases rather than by individual wells; hence a well may produce any

Jan 1, 1931

By Julian M. Avery

In its dual role of pig-iron smelter and gas producer, the blast furnace is a remarkably satisfactory and efficient apparatus. Many metallurgists and engineers have pointed out, however, that since the primary function of the blast furnace is to produce pig iron at the lowest possible cost, its function as a gas producer should be subordinated to this primary purpose. During the past 10 years or more, improvements in blast-furnace technique and economy have, in fact, been directed primarily to increasing efficiency in the use of the reducing power of the gases produced by combustion of coke at the tuyeres, to reduce iron ore within the furnace. The net over-all result is a decrease in the fuel value of the top gas per unit of volume, and per ton of pig iron, which is evidently more than offset in value by the corollary saving in coke and the possibility of increased furnace capacity, for otherwise there would be no point in making such improvements. The purpose of the present paper is to suggest that, while progress has been made in this direction, there is another approach to the problem of increasing the chemical and thermal efficiency of the blast furnace in its primary role as a pig-iron smelter, which appears to offer possibilities of improvement in over-all ecorlomy of a different order of magnitude than results thus far obtained by the use of other expedients. The present argument is based in large part upon the hypothesis that the efficiency and economics of pig-iron smelting are seriously and adversely affected by the phenomenon known as "solution loss," and that the problem of solution loss call be successfully attacked by increasing the over-all pressure; i.e., the "top prcssure" under which the furnace is operated. It is indicated that pressure operation may also be expected to result in concomitant benefits, which may be summed up as generally improved operating conditions, together with a substantial saving in fuel and/or a substantial increase in furnace capacity. In a broad sense, the suggestion of pressure operation of the pig-iron blast furnace is not new, for operation under moderately increased over-all pressure was suggested as early as 1871, by no less an authority than

Jan 1, 1938

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

ALABAMA Alabama City.-Eddy, L. Altoona.-Cain, J. America.-Foreman, J. T. Anniston.-Foster, R. N. Ashland.-Sturdevant, J. C. Bessemer.-Ball, E. M. Calhoun, F. W. Maschmeyer, W. L. McKenzle, W. C., Jr. Birmingham.-Abbott, C. E. Aldrich, T. H. Aldrich, T. H, Jr. Ashton, J J.

Jan 1, 1923

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By W. T. Allan

RAW bituminous coal has been in general use as a blast-furnace fuel in Scotland for the last century, and although its use has now been largely abandoned and it has been replaced by coke in the majority of the few furnaces which are at, present in blast in this country, coal-smelted pig iron is not yet a thing of the past; it is still being produced and mar-keted in competition with the more cheaply smelted product of the coke-fired furnace. Various factors have influenced this change in practice; the once plentiful deposits of coal of a suitable nature for the blast furnace are now not so easily obtainable; native blackband and clayband ironstones which are easily smelted in the coal-fired blast furnace, although still far from being exhausted, are not available except at a. cost that is somewhat higher than that of imported ores, making them unattractive to the ironmaster that is compelled by circumstances to smelt his iron at the lowest possible cost. Within the last 15 years overproduction of synthetic nitrogen has led to progressive reductions in the price of sulphate of ammonia, the recovery of which together with the other by-products before that time materially assisted in reducing the working costs of the coal-fired furnace. Now the sale of the by-products recovered yields a diminished profit. When the cost of the product is the only consideration the small, slow-smelting, coal-fired blast furnace cannot compare with its large, modern, coke-fired competitor. Other `considerations do not by any means all support the same side of the argument. In the smelting of pig iron to be used in the manufacture of steel where the quality of the final product depends so largely upon the control of the conversion process and so much less upon the physical quality of the pig iron used, the physical properties of the pig iron do not exert any appreciable influence upon the quality of the steel produced, therefore the methods employed in the smelting of the pig iron matter but little so long as the requisite chemical composi-tion is reached. On the other hand, in ironfounding where the simple melting of the pig iron, which is the only treatment it receives before being cast into its final form, does little or nothing to modify its original charac-

Jan 1, 1937

By W. B. Daly, A. S. Richardson

The application of artificial refrigeration, or air-conditioning, to the ventilation of deep, hot mines has long been a subject of interest to the operators of such properties. Artificial cooling of the air in theaters, railroad coaches, and various industrial plants has been so successful within recent years that it has been natural to assume that the adoption of similar methods would afford a ready solution to the difficult problem of mine ventilation. It should however, be obvious, that although there may be nothing technically impossible in the application of this process to mine ventilation there is a great economic distinction between the maintenance of a high standard of comfort for a large number of people in a relatively small space such as a theater and the cooling of air to improve working conditions for miners scattered throughout the extensive workings of a large mine. Many methods of air-conditioning have been considered by the management of the Anaconda Copper Mining Co. at various times, but until the development of the process to be described in this paper none has seemed economically practicable. The Ventilating Problem at Butte The main obstacle to satisfactory ventilation in the Butte mines is the normally high temperature of the granite country rock. In the present operating zone, rock temperatures as high as 120' F. have been noted, and in some parts of the district the rate of increase of temperature with depth has ranged as high as 3.5" F. per 100 ft. Other factors, such as the decay of mine timber and the oxidation of sulfide minerals in the ore bodies, contribute to raise the temperature of the air in the working places but, particularly in the development of the mines to greater depth, the naturally high temperature of the rock is of predominant importance. In few other places, probably, are the ordinary ventilating measures more hindered than at Butte. At an operating depth now exceeding 3000 ft., all of the air required for ventilation must pass through timbered shafts which, because of heavy ground, are of small size and offer great resistance to the flow of air. Shaft compartments are rarely more than 4.5 X 5 ft., and the shaft area open to the flow of air usually does not exceed 65 sq. ft.; in only two shafts is the area as great as 85 sq. feet.

Jan 1, 1934

L. C. UREn,* BerkelEy, Cal. (written discussion).—I heartily concur with Rlr. .Fobs concerning the need for advanced courses on various phases of Petroleum Engineering. I think that his criticism is probably true of most of the engineering schools that are specializing at all in Petroleum Engineering, that is, that most of their so-called graduate courses are not of graduate caliber but are merely more specialized aspects of undergraduate subjects. It would undoubtedly be to the advantage of the petroleum profession if more advanced work could be offered in a few of the leading engineering institutions so that there would be something substantial to offer graduate students wishing to return after a period of undergraduate work, for additional training. There is no doubt but that a better trained engineer, more useful to the oil industry, could be secured from schools offering such advanced training. The problem of adpting our instruction to fit the needs of engineers trained along other lines who wish, after completion of their undergraduate work, to enter thc petroleum engineering field, is a more difficult one. It has been my experience that such men are usually sadly deficient along certain lines and that they are really not prepared for the more advanced work in Petroleum Production Engineering until they have gone back over the work which they have missed in their undergraduate training. I note that Mr. Fohs suggests that other eastern and western colleges not now stressing Petrolelim Engineering, should be encouraged to take up advanced work of this character. With this, however, I cannot agree unless the institutions arc also prepared to offer a full sequence of undergraduate work on which the more advanced courses may be superimposed. Whether or not there is a need for additional engi-ncering colleges entering the petroleum engineering field is an open qucstion. I believe that we arc turning out enough petroleum engineers at the present time and that none of the six institutions now specializing in this field arc overcrowded. Morc-ovcr, they are fairly well distributed over the country, though there may be room for an additional school in the field in the eastcrn section of the United States. F. W. Padgett, Norman, Okla. (written tliscussion).—Assuming that the stnclcnt has the proper fundamentals, that is, general science and a knowledge of the technology of the industry, then the problem is: What courses should be offered from the graduate standpoint? (a) Course Work.—His knowledge of the technology of the industry can be extended advantagcously by means of one and two-hour courses, which consist in a more detailed survey of the various branches of the industry. (b) Lilerdure.—This work may, or may not, be connected directly with his research problem. The student should become familiar with methods of locating articles in the 1iterature; should also become familiar with all the important original

Jan 1, 1928

By P. W. Neurath

IN recent years the domain theory of ferromag-netism has been put on a sound experimental and theoretical basis. But its application to one of the most widely used high quality magnetic materials, the cold-rolled grain-oriented 3 pct Si-Fe used in transformer cores, has been rather difficult because of the complexity of the domain structure of the poly crystalline sheet material. This paper presents some experimental data for this material, showing the relation between plastic and elastic stresses, 60-cycle watt losses, and the domain structure as observed visually. Only a very tentative qualitative explanation of the effects will be attempted. Some initial results were reported earlier.'

Jan 1, 1957

By Van Dyne Howbert, Fred E. Gray

The Presidio mine of The American Metal Co. of Texas is situated 45 miles south of Marfa, Texas, a town on the Southern Pacific R. R., and lies approximately 20 miles north of the Mexican border. Communication with the railroad is maintained over a state highway. All supplies for mine and mill are hauled in by truck from Marfa and precipitates and concentrates are freighted to the railroad by the same means and shipped to Selby and El Paso, respectively. The mill is at the town of Shafter, 1 mile from the mine and at approximately 350 ft. lower elevation. The ore is conveyed to it by an aerial tramway which requires practically no power on account of the difference in elevation. The mill is a countercurrent decantation cyanide and gravity concentrating plant of 200 tons daily capacity. Coarse and fine crushing are done at the mill. Two neal-by shallow wells in the bed of Cibolo Creek furnish an abundance of water. Power is generated for the mill and town by a Diesel engine plant. Ore Treated The ore is oxidized and siliceous. The greater part contains approximately 16 oz. of silver per ton, but mixed with this are many particles of ore of much higher grade, assaying in many instances 100 oz. or more. In the 16-oz. material there is an almost constant amount of silver which is difficult to recover by cyanidation. The high-grade material contains a much greater proportion of silver which is easily amenable to cyanide treatment. Thus, as the grade of ore becomes higher, the percentage of recovery of silver increases rapidly, under equal milling conditions. The silver minerals contained in the ore are principally argentite and cerargyrite, the former predominating The lead minerals, all of which are argentiferous, are chiefly cerussite and galena, with occasionally a little anglesite. The gold is free; most of the ore contains merely a trace

Jan 1, 1935

By Blamey Stevens

(Butte Meeting, August, 1913.) THE following paper aims to make a full explanation of the phenomena of rock jointing: It may be unnecessary to give any general description of what are termed joints in rocks, but Professor Geikie's clear and faithful generalizations are so illuminating that no excuse need be given. for introducing the following and other quotations into this paper "Almost all rocks are traversed by vertical or highly inclined divisional planes termed joints. These have been regarded as due in some way to contraction during consolidation (fissures of retreat) ; and this is no doubt their origin in innumerable cases. But, on the other hand, their frequent regularity and persistence across materials of very varying texture suggest rather the effects of internal pressure and movement within the crust." 1 General Explanation.-In this paper I show that the phenomenon of jointing may to a large extent be accounted for by the pressure of the water contained in the pores of the rock. To understand this, each constituent grain of the porous material may be considered to be separately compressed by the water which submerges it. As all the grains are held together by cohesion, the whole mass is contracted by this pressure. In an indefinitely extended mass, however, there must be a limit to the possible contraction without rupture, because the material is restrained from moving freely by other material around its boundaries. The mass of rock thus becomes broken up. This phenomenon is known as '" shrinkage " jointing. The term " shrinkage " is an apt one, if it be understood that the shrinkage of the rock is often brought about by change of stress. Stresses.-The compressive component of water stress on the individual grains is evidently the same as that of the water with which it is in contact. This is so, both before and after the jointing is formed. Before the jointing is formed there is, however, a tensile stress in one or more directions which keeps the material from contracting. .

Jan 7, 1913

By P. R. Kalischer

IN the production of alloys by powder metallurgical processes it is often necessary or desirable to include one or more components that tend to form very stable oxides Included in this group of metals are aluminum, manganese, magnesium, silicon, and a few others In many cases it is not necessary for the sintered compact to have full density and the other physical characteristics of a cast alloy and in that event no undue precautions need be taken If, however, it s required that the sintered part be entirely homogeneous, and have maximum density and physical properties, some method must be found to reduce the surface films of oxide, which are always present on the metals, and for the metals mentioned above this is always extremely difficult, if not impossible Since the production of high-density alloys is of particular interest to powder metallurgists, some experiments were undertaken to devise methods of reducing the refractory oxides For this work, alloys of iron, nickel, and aluminum were chosen because aluminum oxide is one of the most stable oxides and because these alloys in the right compositions form excellent permanent magnets All of the pertinent properties of the magnets could be accurately and delicately measured by density measurements and magnetic tests of sufficient scope to give a complete demagnetization curve From such a curve the maximum coercive force, residual magnetism, and energy products could be obtained and compared with the same properties for a cast material Any lack of homogeneity, density, or solid diffusion would be immediately apparent as a decrease in the magnetic properties NATURE AND REMOVAL OF SURFACE BARRIERS The early work of the present investigation was based upon published processes In the published information it was claimed that by intimately mixing iron, nickel, and iron-aluminum alloy (50 per cent Fe, 50 per cent Al) powders, compressing such a mixture into the desired shape and size, and then sintering (heating to a temperature below the melting point of the component metals) in hydrogen at 1200ºC or higher, a sound, homogeneous article could be made having the desired physical size, shape, and strength, and good magnetic characteristics However, this early work showed clearly that something in the powder compress was inhibiting diffusion and the process was almost entirely unworkable In the initial phase of the investigation samples of iron powder, nickel powder, and iron-aluminum alloy powder were pressed into separate bars and sintered in hydrogen Both the iron and nickel powders sintered

Jan 1, 1941

By Owen F. Devereux

Two discrete types of microstructure me seen in cermets formed by the reaction: 4Al (liquid) + 3SiO2 (glass) — 2A12O3(a) + 3Si (solid) Relatively coarse-grained macroscopically isotropic specimens resulted from reaction with aluminum containing appreciable silicon, while macroscopically anisotropic fine-grained specimens were formed by reaction with aluminum low in silicon. Optical microscopy, electron microscopy, and X-ray diffraction suggest that the anisotropic material contains gross areas in which submicroscopic grains of a A12O3 are oriented along radial lines drawn from the specimen surface. These lines are presumed to originate at defects in an otherwise protecting surface layer. A unique cermet is formed by the reduction of high-silica glass by molten aluminum according to the reaction: 4A1 (liquid) + 3SiO2 (glass) — 2A12O3 (a) + 3Si (solid) The free-energy change accompanying this reaction is -150 kcal at 800°C; the volume change (volume of A12O3 and silicon minus volume of SiO2) is +6 pct. The reaction product, however, contains aluminum metal as well as Al2O3 and silicon because some of the product silicon is dissolved in the aluminum bath and is replaced by aluminum in the structure. The product is a hard gray solid that retains the external dimensions of the original silica article. The system has been studied in the past, the investigations culminating in patents to George1, 2 and Saw-chuk., The former emphasize that this reaction is but one of a relatively broad class of such systems, while the latter demonstrates that a marked improvement in the gross physical properties of the cermet can be obtained by dissolving appreciable quantities of silicon in the aluminum reactant. The system has also been studied by workers at Rolls Royce Ltd.,4-6 who have patented the addition of small quantities of arsenic, antimony, bismuth, or phosphorus to the reactant bath to SO impede the reaction that glass fibers may be metal-coated by immersion in molten aluminum.

Jan 1, 1969

By W. J. Reagan

THE problem of increasing output and decreasing percentage of rejections is a vital one in the manufacture of steel of any kind. The making of basic open-hearth steel for use in rolled steel wheels, tires for locomotive and car wheels, and forgings of various kinds, is a highly specialized industry. The increase in weight of railway rolling stock of all kinds, and the high speed that the public demands of transportation facilities, make it imperative that steel for use in this class of material shall be of the highest quality obtainable. During the past few years it has been the writer's good fortune to have opportunity-to study the defects in basic open-hearth steel, and also the results obtained by various changes in open-hearth practice, on such defects. The opportunity for study and the details available are rarely found in the manufacture of steel of any kind. It seems reasonable to assume that many of the results determined here can be applied to the production of steel of other types with a decided improvement in quality, a decrease in the percentage of rejections and an increase in output. All of the material described is basic open-hearth steel with the following range of analysis: carbon, 0.50 to 0.85 per cent.; phosphorus and sulfur, 0.04 coax.; silicon, 0.15 to 0.35; manganese, 0.50 to 0.75. All of this material is bottom-cast, therefore tapping and pouring temperatures are higher than in top-cast production. Ingots used in this type of work are of standard length with varying diameters. The ingot is known as duodecagonal, or twelve-sided. The standard body length is 88 in. and the hot top length, 14 in. Fig. 1 shows a typical ingot of this type. The diameter varies from 13 to 30 in. Ingots for special forgings, which cannot be made in molds of standard size, are made in molds of various sizes and designs. These ingots are sliced cold, into blocks of various lengths, depending upon the weight of the forging to be made. Fig. 2 shows the ingot-after coming from the slicing lathe. Just sufficient metal remains between blocks to hold the ingot in one piece while it is being removed from the lathe; then steel wedges are inserted between the blocks and the blocks are broken apart. This affords abundant opportunity for inspection, as the interior of the

Jan 1, 1930

By Julian M. Avery

In its dual role of pig-iron smelter and gas producer, the blast furnace is a remarkably satisfactory and efficient apparatus. Many metallurgists and engineers have pointed out, however, that since the primary function of the blast furnace is to produce pig iron at the lowest possible cost, its function as a gas producer should be subordinated to this primary purpose. During the past 10 years or more, improvements in blast-furnace technique and economy have, in fact, been directed primarily to increasing efficiency in the use of the reducing power of the gases produced by combustion of coke at the tuyeres, to reduce iron ore within the furnace. The net over-all result is a decrease in the fuel value of the top gas per unit of volume, and per ton of pig iron, which is evidently more than offset in value by the corollary saving in coke and the possibility of increased furnace capacity, for otherwise there would be no point in making such improvements. The purpose of the present paper is to suggest that, while progress has been made in this direction, there is another approach to the problem of increasing the chemical and thermal efficiency of the blast furnace in its primary role as a pig-iron smelter, which appears to offer possibilities of improvement in over-all ecorlomy of a different order of magnitude than results thus far obtained by the use of other expedients. The present argument is based in large part upon the hypothesis that the efficiency and economics of pig-iron smelting are seriously and adversely affected by the phenomenon known as "solution loss," and that the problem of solution loss call be successfully attacked by increasing the over-all pressure; i.e., the "top prcssure" under which the furnace is operated. It is indicated that pressure operation may also be expected to result in concomitant benefits, which may be summed up as generally improved operating conditions, together with a substantial saving in fuel and/or a substantial increase in furnace capacity. In a broad sense, the suggestion of pressure operation of the pig-iron blast furnace is not new, for operation under moderately increased over-all pressure was suggested as early as 1871, by no less an authority than

Jan 1, 1938