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By Thomas P. Forbath

THE sudden realization that known sulphur reserves amenable to mining by the Frasch hot water process are nearing exhaustion focused attention on widely scattered surface deposits throughout the world. These deposits are not necessarily of lower sulphur content than ores located underneath Louisiana or Texas salt domes which usually average about 30 pct sulphur disseminated in limestone matrix. Their near surface occurrence, however, renders exploitation by the Frasch process impossible. As is well known, the Frasch process depends on the presence of 500 to 1000 ft of overburden and cap rock above the sulphur deposits to permit melting underground sulphur in place by diffusing hot water under pressures of 200 to 600 psig in the formation and raising the molten sulphur to surface by air lift. This process renders possible the production of pure sulphur which is 99.5 pct pure without any subsequent treatment. Surface deposits contain sulphur in the same range of concentrations as the salt dome deposits, i.e., from 10 to 50 pct sulphur, associated with various gangue materials such as silica, limestone, and gypsum. The pirincipal distinction, then, does not lie in the percentage of sulphur contained in the ore, but in the geological nature of the deposit. A recent study' of the world sulphur supply situation estimated 1950 sulphur production in the free world countries at 5.6 million long tons, of which the United States produced 5.2 million tons, or 93 pct of the total. While America's domestic needs alone would have been covered by national production, about 1.4 million tons were exported during the same year. Despite all the steps which are being taken to restrict use of elemental sulphur and to force the fullest possible development of alternate sulphur sources here and abroad, the deficit in elemental sulphur production will probably increase with time. As a result of intensive prospecting for oil throughout the Gulf Coast area discovery of significant new salt domes is held unlikely. With the growing scarcity of sulphur and what appears to be an inevitable rise in price, recovery from deposits not amenable to Frasch-process mining assumes greater economic importance. Untapped Reserves The most important deposits in this category are located in Sicily, where elemental sulphur occurs in Miocene limestone and gypsum formation. Sulphur content of these ores ranges from 12 to 50 pct with an estimated average of 26 pct. Although quantitative estimate of these reserves is not available it is held that they exceed 50 million tons of sulphur. Similar deposits occur also on the mainland which contribute about one-third of Italy's total current annual production of 230,000 tons, but these are known to be nearing exhaustion. Significant surface deposits of volcanic origin are located in South America, Japan and western United States, silica being characteristic gangue con-stituent. The largest of these deposits are in South America. More than 100 extend over a zone 3000 miles long, paralleling the west coast of South America. 'Total sulphur content of these deposits has been estimated to be as high as 100 million tons. The main islands of Japan also possess at least 40 known volcanic sulphur deposits with probable reserves of 25 to 50 million tons.' Prospected reserves in western United States might amount to 2 million long tons, principal deposits being located in the northwestern part of Wyoming, southern Utah, and eastern California. Volcanic deposits of lesser importance are found around the Mediterranean, in Turkey and Greece, and in Africa, Egypt, Abyssinia, and Somaliland. Beneficiation Methods Different methods of beneficiation have been used in these various locations. In Italy the Calcarone kiln and Gill regenerative furnaces are used exclusively. Both utilize heat liberated by burning part of the sulphur in the ore to liquify or vaporize the remaining sulphur, which is recovered by solidification or condensation. The Calcarone kiln is of conical shape, generally 35 ft in diam at base and 18 ft high. A kiln of 25,000 cu ft capacity burns for about two months and yields about 200 tons of sulphur. The Gill furnace consists of a series of chambers with domed roofs. Sulphur is burned and melted in one chamber at a time and the hot combustion gases are used to preheat the ore charge in the subsequent cell. These furnaces operate on a cycle of 4 to 8 days. The recovery yield of both systems is about 65 pct. Sulphur losses amount to 25 pct through the combustion to sulphur dioxide; about 10 pct is retained in discarded calcines. Ores containing less than 20 pct are not considered suitable as furnace feed. These methods are not only wasteful because of the low recovery obtained, but represent a serious atmospheric pollution problem. Sulphur produced ranges from 96 to 99 pct purity and thus does not match Texas or Louisiana sulphur. Owing to the present shortage, sulphur in the Middle East sells

Jan 1, 1954

By David R. Maneval, H. B. Charmbury

At the turn of the century, iron and coal were the keys to industrial prosperity. At that time, Pennsylvania was the leading mineral producer in the Country, producing 200,000,000 tons of coal in a typical post-World War I year. Close to 90% of the Nation's energy was generated by coal. Today, coal accounts for but 22% of the energy generated, leading to a drastic reduction in Pennsylvania coal output. In contrast with the post-World War I days, 1964 figures showed a drop in production to 93,846,480 net tons. This huge decrease has created a serious economic problem in a state so much dependent on the coal industry. Along with the reduction in coal production, employment has dropped considerably through these years (the number of miners alone has gone from 280,011 to 43,149), thus causing a heavy burden of supporting the unemployed on the taxpayers. As far back as 1939, coal operators and economists saw the problems on the horizon and the need for improvement. Realizing that research was a way to improve and stabilize the industry they demanded legislative action. The Legislature reciprocated with a small grant to The Pennsylvania State University with the provision that each State research dollar be backed with one from the industry. This initial grant laid the foundation for the further growth in coal research.

Jan 3, 1966

By W. A. Clark, E. H. Dresser

ORE from the Minnesota iron ranges is transported from the mines to the loading docks on Lake Superior over four different railways: the Great Northern, Northern Pacific, Soo Line, and Duluth, Missabe and Iron Range, with hauls varying from 60 to 110 miles. For this service a large amount of specialized equipment is used. The steel ore cars are of the hopper type, 24 ft. long, to dump into alternate pockets of the docks, these pockets being 12 ft. long to correspond with the 12 or 24-ft. spacing of the boat hatches. The more recently con-

Jan 1, 1941

By Shun-ichi Satoh

The electric arc welding of cast iron has been studied by Braune Lamberton, Schimpke, Kenyon, Gale Manufacturing Co., Wedemeyer Candy, Neese, Miller, Carter, American Welding Society, Namack Lebrun, Achenbach, Jansson, Xochendorffer and others.' The write of this paper has been able to obtain a series of cast irons, from gray tc white, without using cast-iron electrodes but by coating on wrought-iron bars mixtures of carborundum (Sic) and graphite (C). In this work, he found the curious phenomenon of barium carbonate.

Jan 1, 1929

By N. Cabrera

IN a recent paper Kuczynski' studied the rate at which the crack between a metallic plane and a spherical particle of the same material is filled up gradually when heated at temperatures near the melting point. If x is the radius of contact between plane and sphere (fig. I), Kuczynski shows experimentally that x5 = At [1] where t is the time. Assuming that the mechanism of transport of matter is the volume diffusion of vacant lattice sites, he is also able to prove Eq 1 theoretically. The constant A contains as a factor the self-diffusion coefficient of the metal and he shows that the values for this coefficient deduced from his experiments yield the same activation energy as that calculated by other methods, which is a confirmation of this point of view. Kuczynski has also considered theoretically the law of growth of x which would be expected if surface diffusion were the important mechanism. He suggests that x should then obey a law of the form x7 = At, and claims to be able to decide the mechanism involved from the observed law of growth., The purpose of this note is to prove this incorrect. On the contrary, when the mechanism is surface diffusion Eq 1 is also obeyed, but with a different constant A. Following Kuczynski, we suppose the bottom of the crack (surface A A) to have an average radius of curvature p. As a result of this curvature the concentration of adsorbed atoms in this surface, n(p) per cm2, will be smaller, and the concentration of vacant lattice sites in the neighborhood, N(p) per cm3, will be larger than the corresponding concentrations, n(w) and N(w), for a flat surface. For all practical cases we can write Thomson's formula in the form n(co)— n(P) N(P)—N(cc) _ 2a-a" n(oo) JV(co) kTp [2] where u is the surface energy of the metal and a the interatomic distance. 1. Let us now consider the mechanism of surface diffusion. We suppose the concentration of ad-

Jan 1, 1951

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By Edward W. Parker

This plant was built in 1907 at the Bankhead mines to manufacture briquettes by the Zwoyer process under license from the Zwoyer Fuel Go., of New York, N. Y. The building was constructed to contain two units, each of a capacity of 10 tons per hr.; one unit was installed at the time the building was constructed, and the second unit is now being built. The coal used is an anthracite, which is more friable than that of Pennsylvania, and, as a consequepce, a larger percentage of dust or waste is produced, which was formerly thrown upon the slack-pile as waste, but is now passed to the " dust-bin " in the breaker, from which it is conveyed to the briquette-plant. An average analysis of the coal, published by Lewis Stockett and 13. R. Warden,' is as follows: Per Cent. Moisture,.........0.50 Volatile,..8.00 Fixed carbon,... 83..50 Ash,.......8.00 Total,.100.00 Sulphur,.........0.40 per cent. Specific gravity,...... 1.40 Color of ash,.white Heat value,.......14,000 B.t.u. The plant is run under two 12-hr. shifts, the force consisting of 1 superintendent for both shifts, 1 engineer for each shift, 1 briquetter for each shift, 1 helper for each shift, 1 laborer cleaning up for each shift. In the pitch-melting house, 2 men are on duty for one shift. The steam for the engine is furnished from a central boiler-plant, which also supplies steam for the breaker, the electric light and power-plant, machinery-shop, and boiler-shop. During March, April, May, and half of June, in 1907, the

Jan 1, 1909

By R. P. Smith

The diffusivity of carbon in iron, cobalt, and alloys of 89.7 and 79.3 wt pct Co has been determined by a decarburization method for the temperature range 850° to 1100°C. The Plots of log D us 1/T for the two Fe-Co alloys are linear through the region of the Curie temperature, showing that, unlike some cases of substitutional diffusion, carbon diffusion in these alloys is not affected by electron spin order. RECENT investigations1-' have shown that for substitutional diffusion in iron the change in diffusivity with temperature does not follow an Arrhenius equation, at temperatures near the Curie temperature. Data on the diffusivity of carbon in a iron5"9 indicate that this anomaly does not exist for interstitial diffusion; however, this has not been definitely established. Since cobalt and Fe-Co alloys, 80 to 100 pct Co, have Curie temperatures in a temperature range convenient for carbon-diffusion measurements they are suitable systems for studying the relation of interstitial diffusion and the Curie temperature. EXPERIMENTAL The carbon diffusivity, D, was determined by a decarburization method. The diffusion cylinders, made from small vacuum melts of electrolytic cobalt and plastiron, were about 0.76 cm diam and 6.3 cm long. A small amount of carbon was added to each melt to keep the oxygen content as low as possible. The cylinders were first treated with a hydrogen-3 pct water vapor mixture at 1100°C to constant weight, then carburized to the desired initial carbon content with a suitable CO-C02 gas mix-

Jan 1, 1964

By H. A. Koch, R. L. Slobod

This paper discusses a new oil recovery process called the "miscible slug process." This process involves the injection of propane or LPG into the reservoir prior to gas injection. The operating conditions are maintained so that the slug is miscible with both the reservoir oil and the injected gas phase. Thus, a miscible phase displacement is achieved, and high recoveries are obtained from the area of the reservoir contacted. The most striking discovery of the laboratory study which included displacements from cores up to 123 ft in length was that relatively small slugs of LPG are effective over reservoir distances in the miscible displacement of oil. This makes possible the commercial application of the process. The important factors controlling the size of the slug are: (I) reservoir length, (2) reservoir fluid composition, and (3) reservoir pressure at the displacement front. Of lesser importance are the effects of injection rate and porous medium type. Questions which have not been completely answered deal with the effects of gravity and reservoir inhomogeneities on the process. INTRODUCTION One of the major problems facing the oil industry today is recovery of the large fraction of the discovered oil which will remain unrecovered unless some new processes are found. Water flooding has been one successful method used to increase recovery over natural depletion. But even successful water floods may leave 25 to 40 per cent of the pore space filled with residual oil. Recently a process which involves the use of thermal energy has been reported1,'*' which may prove useful in increasing recovery from shallow reservoirs containing highly viscous crudes. This paper deals with a new oil recovery process involving use of miscible phases to displace the oil from the reservoir. Miscible phase displacement oil has been an intriguing idea because the elimination of capillary effects in the reservoir leads to 100 per cent recovery in the areas contacted by the miscible displacing phase. The big deterrent in the past to the practice of miscible phase displacement has been the high cost involved in using large volumes of solvent in the process. The use of high pressure gas to achieve a miscible phase displacement of reservoir oil has been reported4,5 as one economically feasible method. However, this process calls for the maintenance of pressures above 3,000 psi at the dis-placement front. The process described in this paper is not restricted to high reservoir pressures; the only qualification being that the slug of material which is injected into the reservoir must be miscible with both the displaced oil 2nd the displacing phase. Two such cases are the use of an alcohol slug followed by water to achieve a mis-cable water flood, and the use of a low boiling hydrocarbon slug such as propane followed by gas to achieve a miscible gas drive. This paper will deal specifically with the propane dug process. This process will obtain a miscible phase displacement at pressures as low as about 1,200 psi at a reservoir temperature 01 150°F. The process is very simple. The propane displaces oil completely at one front because it is miscible with the oil, and gas displaces the propane completely at a second or trailing front because it is miscible with the propane. A small band of propane should thus remain wedged between the gas and oil phases. This idea has been called the "miscible slug process."6 Unfortunately, the propane slug will become diluted as it flows through the reservoir. This results from a mixing action since the fluids flow through a complex reservoir porous medium rather than simple capillaries. Fig. 1 diagrams a miscible slug displacement. The effects of some of

Jan 1, 1958

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By F. W. Bradley

MY first Nevada City mining reminiscence is one of seeing Capt. Thomas Mein, over 52 years ago, in the old Wyoming mill on Deer Creek about a mile below the town of Nevada City. Captain Mein was then superintendent of the Wyoming mine, where the old fashioned Cornish pump was used, as well as hurdy-gurdy water wheels for power. This mill was one of the typical, up-to-date mills of that time and consisted of stamps, fed by Chinese hand feeders, who also cobbed the ore down to a small enough size to be fed into the mortars. Stamps at that time were of light weight and crushed about one ton to one and a half tons to the stamp, the pulp going over plates, then into sluices with self-raising gates. When a sluice became full the pulp was shut off and directed into the parallel sluice, also with a self-raising gate. The concentrate thus collected in the sluice was shoveled out and carried to Cornish buddles and there cleaned up, preparatory to being sent to a local custom chlorination works.

Jan 1, 1929

By W. F. Boericke

NOT the least interesting sights that New York has to offer the visiting mining engineers are the extensive tunnel operations that are being pushed in connection with the subway construction. While a "hard rock" man might feel at home on these jobs, the engineers driving the subway tunnels have necessarily had to encounter some new problems pe-culiar to the largest permanent mining camp in the country. To drive a heading 36 by 18 ft. in hard rock, with a station section to follow 52 by 27 ft. across-and to do it in the midst of a city's traffic-demands engineering skill of a high order. Not the least of the problems overcome by the engineers in charge was to provide adequate ventilation for the men at the face at all times, so that there would be no delay in the work. With a crew of 40 men (32 drill runners and helpers on the machines alone, working two shifts) a hold-up due to inability to get back promptly to the face after shooting would affect costs quickly. AIR VITIATED BY EXHAUST FUMES FROM MOTOR TRUCKS A complication not encountered by metal miners, but which the subway engineers had to meet, was pollution of the air in the tunnels by fumes from the exhaust of the motor trucks used to haul away the broken rock. As shown in the cut, motor trucks were constantly em-ployed to remove the heavy tonnage broken as the tun-nels went ahead, amounting, according to R. J. Van Wagner, chief engineer of the Del Balso Construction Co., to 48 cu. yd. per ft. of tunnel advance. As the length of the tunnel under his management was 900 ft., it was essential for the safety of the men that suffi-cient air be introduced to dilute the poisonous fumes so that no ill effects would be felt for the entire distance that the trucks had to travel. The presence of the ex-haust fumes was especially noticeable on foggy days.

Jan 2, 1928

By R. M. Foley, Hidesaburo Kurushima

About 25 pct of all Japanese pyrite comes from the Yanahara mine on Honchu Island. For the past 40 years lack of an economical recovery process forced the operator, Dowa Mining Co., to sell the pyrite for its contained sulfur only, leaving 7 million tons of high grade iron ore waste. Introduction of the Dorrco FluoSolids roasting system enabled the company to make use of its iron sulfides and also to find a market for the mine's considerable pyrrhotite production. The success of this project is of great importance to Japan's economy since it points the way toward material increase in her natural resources. Prior to use of the present process, no practical method was available for commercial exploitation of known large tonnages of pyrrhotite, while the copper content of the even larger deposits of pyrite made the roasted residue unacceptable for the iron and steel industry. In Europe, large amounts of copper-bearing pyrite cinder are given a chloridizing roast for separation of the copper and iron but this treatment is not economical in Japan where salt is imported from as far away as Egypt.

Jan 10, 1958

By Arno C. Fieldner

METALLURGICAL coke and the by-products of the carbonization of coal continue in strong demand. Nearly 500 new by-product ovens were constructed in 1943. Output of by-product coke in the first ten months of the year was about 2 1/2 percent higher than in the corresponding period of 1942, but beehive production remained on approximately the same level as last year and constituted about 11 per cent of the total coke output.

Jan 1, 1944

By W. L. Zeigler

THE tailing from the gravity concentration plant of the Hecla Mining Co., Gem, Idaho, was former-ly loaded into railroad cars to be used for ballast, highway surfacing material, or concrete work, or dis-posed of by an aerial tramway, which dumped it into another gulch. The tailing averages about 1.2 per cent lead and 0.8 oz. silver to the ton. Further treatment for the recovery of the valuable metals had been investigat-ed several times with results that did not warrant the construction of a retreatment plant; but early in 1925 experimental work was again started with small tests, and later with a 10 tons per day flotation test plant. This showed that the tailing could be ground and treat-ed by flotation at a profit. It was decided to make the new flotation plant an addition to, rather than incor-porate it in the old concentrator, the original capacity of which had been increased many times, the present arrangement being by no means ideal. The old mill buildings were of timber and board contruction, creat-ing more or less fire hazard, so all new construction was made fireproof. Construction work on the new plant was started in the middle of July, 1925, and the plant was placed in operation early in December. The building is of concrete and steel with hollow tile walls, steel sash and corrugated asbestos roofing. The ball-mill floor has for its foundation a cellular reinforced concrete block about 14 ft. deep, extending to cemented river gravel, and the cells filled with tailing to give weight to the block. Overhead, built into the steel frame, is a 5-ton hand-operated traveling crane. With both ball-mills running fully loaded, there is not the slightest trace of vibra-tion in the foundation or building. The flotation floor is of reinforced concrete beam construction and spans Canyon Creek. Adjustable plunger feeders are arranged under the the tailing-bin, which feed by gravity to a 14-in. eleva-tor, discharging to a short 18-in. conveyor. From the conveyor the tailing is discharged into a dividing hop-per, from which point the plant is arranged in three separate units. Each unit consists of a ball-mill in closed circuit with a classifier, and an 8-cell flotation machine and has an approximate capacity of 300 tons per 24 hours.

Jan 8, 1927

By A. B. Parsons

AN often repeated criticism of the profession of engineering is that it is as a whole it lacks solidarity. organization, co-ordination, and leadership. Significantly, the critic, are all engineers. Other members of the body politic either do not know about the absence of organization or they do not care. If engineers have no organization they have a plethora of organizations. There exist in the United State, today some 350 societies. institutes. clubs, associations, and councils of engineers and engineering technologists and this number excludes several hundred local chapters of national societies. trade associations, and local engineers' clubs of purely social character- Successful engineers must be proficient in analyzing, planning, and co-ordinating. but it is generally admitted that for their profession as a whole their success in this respect has been indifferent.

Jan 1, 1943

By J. Parke Channing

ALTHOUGH the original thought of investigating waste in industry came from a mining engineer, Herbert Hoover, and although the chairman of that committee was a mining engineer (although the real work was done by the vice-chairman, L. W. Wallace), it is an interesting commentary that when the report first saw light, at St. Louis, on the first of June, 1921, some people most violently went up in the air when it was submitted by the representatives of the mining engineers. At the time they resented most markedly the report of the committee that 50 per cent. of the waste in industry, or as Mr. Ingalls in his paper has properly said, inefficiency in industry, was to be laid upon management. The reason for that seems to have been that, as a whole, the mining industry is pretty well organized and is superior to a large number of manufacturing industries including those studied by the Report. However, this very meeting shows that even the min-ing engineers have finally realized that there is waste or inefficiency in mining and that a large proportion of it can, with propriety, be assessed against management.

Jan 3, 1922

By B. L. Averbach, M. F. Comerford, M. B. Rough

The volume fraction of ß phase was determined in a Ti-6Al-4V alloy by measurements of integrated diffraction intensities. The (0002), and (100)ß diffraction lines were chosen because this combination minimizes the errors resulting from preferred orientation. The difficulties arising from fluorescence radiation were eliminated by use of a diffracted beam monochromator. A specimen quenched from 1475OF (800°C) contained approximately 5 pct ß, but in specimens quenched from higher temperatures no ß was found. The ß phase formed during aging, and in specimens solution treated at 1570oF (855oC) approximately 10 pct ß was present after aging at 1000°F (540°C) for 24 hr. This ß appears to form by decomposition of martensitic a'. ThE kinetics of the reactions which occur during the heat treatment of titanium alloys are complex ' and not completely understood. It has been proposed that hardening occurs in some alloys' on aging by the precipitation of a transition phase w followed by the formation of the stable a and ß phases. It has been proposed for other alloys2 that the a' marten-site decomposes by precipitating finely dispersed a particles. Most investigations have been hampered by the difficulties of determining quantitatively the amounts of the various phases present. This paper is concerned with the measurement of the amount of ß phase by an X-ray method, similar to one developed for the determination of retained austenite. The principal new feature was the use of a mono-chromator in the diffracted beam in order to reduce the fluorescence arising from the sample. EXPERIMENTAL PROCEDURE The experiments were carried out on an alloy of nominal composition Ti-6Al-4V (actual weight percentages: 6.2 Al, 4.1 V, 0.02 Mn, 0.17 Fe, 0.005 H, 0.03 C, and 0.02 N). The material was received as 5/8-in.-diam centerless ground rods in the annealed condition. The heat treatments were carried out in a vacuum of approximately 0.03µHg. The X-ray intensity measurements were made on 3/8-in. thick discs. The surface was prepared by grinding off about 0.060 in. and electropolishing in a solution af 60 ml (70 to 72 pct) perchloric acid in 1000 ml glacial acetic acid with a current density of 0.5 amp per sq cm.q The X-ray determination is based on the proportionality of the diffracted intensity of each line to the volume fraction of the corresponding phase. In calculating the intensities for a powder sample it is assumed that a large number of grains con- tributes to the diffracted intensity and that the grains are oriented at random. The presence of preferred orientation introduces serious errors in the relative intensities. The material used in this investigation exhibited a strong preferred orientation, which could not be removed by heat treatment. Other investigators have also found that preferred orientation may be retained after phase transformations. Glen and pugh5 performed a detailed analysis of the randomness expected after several allotropic transformations, but stated that this is not observed. Burgers,6 and Burgers and Ploos van Amstel,7 found that, in zirconium, the original orientation is retained after two phase transformations. Newkirk and Geisler8 observed similar behavior in titanium. On the basis of this evidence, it appears that, in the absence of plastic deformation, textures present in annealed titanium alloys are retained. Heating an a-ß alloy to the all-ß region and subsequent cooling to room temperature do not make the orientation of the mar-tensite different from that of the original a phase. In the present investigation it was possible to take advantage of the crystallographic relationships involved in the martensitic transformation to minimize the errors associated with preferred orientation. The relative orientation for titaniu-m marten-site9 takes the form (0001), 11 (110)ß; [1120], 11 [lll]ß. The same relationship has been proposed for zirconium' and certain titanium-base alloys.10-12 Additional sets of approximately parallel planes have been determined for titanium-nickel alloys." The influence of preferred orientation can be minimized by comparing intensities from parallel planes in the two related phases. If it is assumed that each family of planes in a given phase is equally well populated, the effect of preferred orientation can be eliminated by using the normal multiplicity for the family of planes since each set of parallel planes is equally preferred for any orientation of the sample relative to the X-ray beam. The most suitable combination of reflections in the Ti-6A1-4V alloy appeared to be (0002), and (110)ß It must be recognized that the ß formed during aging of the Ti-6A1-4V alloy is a precipitate rather

Jan 1, 1960