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By H. L. Gilbert, C. T. Anderson, W. J. Kroll

In a previous paper,' the use of a split graphite tube resistor as a heater element for high-temperature furnaces has been described. The principal advantages of this type of construction are: I. The quadruple resistance or voltage compared with the top-bottom clamp resistor furnace. 2. Free expansion of the resistor. 3. The ease of protection from oxidation by air. 4. The firmness by which it may be held in the compact split clamp. This construction appeared to be well adapted for the fusion of high melting metals which require fusion in a vacuum. Zirconium metal had previously been melted at the Albany Laboratory of the Bureau of Mines in a vacuum arc furnace on a water-cooled plate, using a movable tungsten top electrode.% When larger furnace capacities were desired, this type of construction proved to have its limitations as the largest tungsten rods available were about 7/8 in. in diameter. The supply of direct current of high amperage for producing the desired arc characteristics was also not available. Considerable difficulty was also found in compensating the atmospheric pressure on the flcxible tubing of the movable electrodc, at the same time keeping its movement sufficiently free to enable the striking of an arc on any part of the metal briquet. Among the various materials used for the electrodes in conducting experiments in the vacuum arc furnace was graphite. It was found that zirconium fused in a graphite cup with a carbon arc was contaminated to only 0.2 pct carbon. It was therefore decsed to melt zirconium directly in graphite crucibles. A high-frequency furnace was first used in the attempt to melt the zirconium in graphite crucibles. The high-frequency heating coil was placed outside a silica tube which was evacuated by means of an oil diffusion pump backed up by a mechanical pump. The graphite crucible was thoroughly degassed at 19oo"C before use. Considerable difficulty was experienced in operating at such temperatures in vacuo because, as shown by Zintl,3 carbon vapor formed and reacted with silica accortling to the reaction: SiO² + C = SiO + CO. The silicon monoxide which is volatile at these high temperatures reacted with the zirconium, thereby contaminating it with silicon and oxygen. The presence of carbon monoxide was detected by means of a gas discharge tube placed in the vacuum system as indicated by the pale blue glow of the tube as soon as carbon vapor started to react with the hot silica. The reaction between the carbon vapor and hot silica was avoided by the use of split cylindrical molybdenum shields which were inserted between the graphite crucible

Jan 1, 1949

The year 1934 saw a very thorough and intensive search for oil in Italy, both by the Government-subsidized company, the A.G.I.P., and by the few smaller operating companies. Approximately two-thirds of the exploration work, however, has been done in the Province of Emilia (northern Italy). The A.G.I.P. has been particularly active in the Emilia district and has sunk several rotary holes between Voghera and Ferrara on structures located by geophysical means in the Po Valley. Only insignificant amounts of oil have shown up in these tests to date but gas has been found in fair quantities, and apparently the company is not yet prepared to abandon its search in this part of the country without further effort. In Central Italy, the same company has put down four tests with cable tools and of these two were "dry holes" and the other two found only traces of oil. The A:G.I.P. also sank two wells in southern Italy and it is believed that in these the indications were sufficiently encouraging for the exploration work to be continued. No serious drilling has yet been done in Sicily by the A.G.I.P. or any other company. The annual subsidy granted to the A.G.I.P. by the Government for the duration of its five-year plan has been considerably reduced for 1935 and this may interfere with the completion of the coming year's program in all its details. The Società Petrolifera Italians, which is the chief producing company in the country, has continued the development of its two fields, Salsomaggiore and Vallezza, and at the same time has intensified its program of exploration. Rotary machinery has been introduced and is undergoing a thorough trial, and prospects of finding new pools at greater depths are considered good. The charcoal adsorption plant at Vallezza has operated satisfactorily throughout the year and has produced nearly 3000 bbl. of high-grade gasoline. Besides the exploration well at Rile dell'Olio, which is still drilling, another wildcat test has been started at Torre-di-Traversetolo. All operations of this company are confined to the district of Emilia. The Società Petroli d'Italia has continued to operate the old fields of Montechino, Gratera and Velleja, and has a well now exploring at greater depths in that general area. Of the two exploration wells in the Torino

Jan 1, 1935

By V 7. 0 / 300 dpi

LAST fall, having a number of ore samples from mine-development work carried on in spite of the "Revolution," I was forced to do my own assaying again, after a lapse of many years. This gave me an opportunity to build a furnace for crucible assaying, using wood for fuel, along lines which had been developing in my mind since the time 20 years ago, when as general factotum at a little mining camp in western Chihuahua, Mexico, I had converted a crucible charcoal furnace into one using the reverberatory principle. Wood-burning furnaces have been described in technical literature, but I believe the present application will prove helpful to those of the profession who are working in out-of-the-way places. The furnace is shown in detail in Figs. 1, 2 and 3. Remembering the trouble caused by stoking my first charcoal furnace too heavily, I fired this one with but a few sticks of wood at a time. By this method I could run out a charge of 12 crucibles in 30 to 35 min., using 50 sticks of ordinary stove wood. Later I fill up the firebox, holding about 40 sticks, get everything ready, put the crucibles into the melting chamber and "fire up." Just as soon as the fire is well started the draft door is closed and the furnace allowed to heat up slowly for 5 min. Then the draft is opened (the door to the ash-pit) and the fire allowed to roar, which it does. In 20 min. from the time the fire is lighted the fire door is opened, the fire stirred along the grates, and 5 or 6 more sticks of wood thrown in. In 25 min. from the start, the draft is closed again, the cover of the melting chamber pushed back and the charges poured. The melts will be found to be perfect, and the crucibles to pour absolutely clean, if everything has gone right, as will usually be the case. A new charge may be put in, and fired with S to 10 sticks of wood at a tine, and be ready to pour within 20 min.; but it is just as well to leave the crucibles in the melting chamber a full 2.5 min. By using 10 sticks of wood to start the fire and adding 5 sticks as often as needed, which will be as soon as the last sticks fed in are in perfect combustion, the smelting can be completed in from 30 to 35 min., using from 35 to 40 sticks of wood. I consider this to be the best method of stoking.

Jan 10, 1914

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 AIME AIME

Report of Committee 24, of the International Association for Testing Materials, presented at the Brussels Congress, 1906. Republished for use at the 94th Meeting of the American Institute of Mining Engineers, New York, N. Y., February, 1908. Discussion by letter is requested by the Secretary of the Institute. The Committee appointed for the solution of Problem 24 consisted of the following members Prof. H. M. Howe, New York, N. Y. (Chairman); L. Levy, Paris, France (Vice-Chairman) ; Prof. D. Tschernoff, St. Petersburg, Russia (Vice-Chairman) ; Prof. Albert Sauveur, Cambridge, Mass. (Secretary) ; Van Drunen, Ixelles, Belgium; Lieut.-Col. H. Tusen, Copenhagen, Denmark ; E. P. Martin, Abergavenny, England ; A. Pourcel, Paris, France ; H. Brauer, Dortmund, Germany ; Dr. Prof. H. Wedding, Berlin, Germany; P. Verole, Milan, Italy ; A. Baalsrud, Christiania, Norway ; A. R. v. Dormus, Vienna, Austria ; A. Sailler, Vienna, Austria; Bureau des Forges, St. Petersburg, Russia; Prof. N. Belelub-sky, St. Petersburg, Russia ; N. Jossa, St. Petersburg, Russia ; Maj.-Gen. M. Korobkoff, St. Petersburg, Russia ; S. Smirnoff, St. Petersburg, Russia ;.Ladislaus v. Tetmajer, Budapest, Hungary ; H. H. Campbell, Steelton, Pa. Early in February, 1905, a list of species and varieties of iron and steel, with definitions, drawn by the Chairman and Secretary of Committee 24, was sent to every member of this Committee with a request for comments and suggestions. A special request was sent to the following gentlemen . for the equivalents in their several languages of these species and varieties : A. , Pourcel, Paris, France; Prof. H. Wedding, Berlin, Germany ; J. A. Brinell, Stockholm, Sweden ; Prof. H. I. Hannover, Copenhagen, Denmark; Prof. P. Kley, Delft, Holland; P. Verole, Milan, Italy; Col. Cubillo, Trubia, Spain. This present report, which is based upon our original list and definitions, and upon the replies to these requests, consists of four parts I. A polyglot, which gives the names of the chief classes of iron and steel in English, French, German, Swedish, Danish and Dutch. We .regret that we have failed to get the Italian and Spanish names. II. English definitions of principal classes of iron and steel. III. A glossary of special sizes and shapes of iron and steel. IV. A note on the boundary between steel and cast-iron. I. POLYGLOT, IN ENGLISH, FRENCH, GERMAN, SWEDISH, DANISH AND DUTCH, OF THE CHIEF CLASSES OF IRON AND STEEL, AND OF THE APPARATUS IN WHICH THEY ARE MADE. This list is not intended to be complete, but rather to include only those varieties which are of interest to the Association.

Mar 1, 1908

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 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 W. C. Phalen

E. G. SPILSBURY; New York, N. Y.-I would like to emphasize what Mr. Phalen says in his paper regarding the possible utilization of the waste acids in the West for the acid concentration of phosphate rock, and to call attention to the fact that this is already being done by Mr. Laist at Anaconda, who is producing concentrated phosphoric acid from these low-grade rocks. During the last year, he has not been able to carry this along to the extent he, had expected, owing to the tremendous demand which they have had for all the acid they can produce, so instead of having a. surplus of acid, as was expected, they are really short of this material for their electrolytic copper and zinc work.

Jan 4, 1917

By S. C. Lindsay, D. J. I. Evans

With each year that passes hydrometallurgical processes are being more widely used to recover base metals from ores and concentrates. Generally these processes involve liquid-solid separation of metal-bearing liquors from barren residues. This may be done by countercurrent decantation, thickening and filtration, or filtration or centrifuging only. Choice of method is governed by chemical and physical characteristics of the pulps; cost of labor, power, materials, and waste disposal; and even by the amount of capital available when building plans are under way. Since all these controlling factors change with time and location and with technological advances, the separation method must be re-evaluated when new plants or expansion programs are contemplated. At the Sherritt Gordon refinery in Fort Saskatchewan, Alberta, an ammonia pressure leaching process recovers nickel, copper, and cobalt from the nickel concentrate produced at Lynn Lake, Manitoba.' Pregnant liquors are separated from the barren leach residues in a thickener-filter liquid-solids circuit. The decision to use this type of separation was based on a summation of economic factors during the pilot plant and design stages. Although countercurrent decantation was not incorporated in the refinery flowsheet, the problems solved in thickening the leach residues and the experience gained in operating the commercial plant are pertinent to countercurrent decantation, particularly where it is applied to slow-settling leach slurries or slurries having a relatively high vapor pressure of a valuable, obnoxious, or poisonous vapor. The nickel sulfide concentrate is leached under pressure with air and ammonia to dissolve the nickel, copper, and cobalt and most of the sulfur, leaving a residue of iron and siliceous material to be discarded.2,3 During a subsequent distillation stage to recirculate part of the ammonia used for leaching, copper is recovered from the solution as a high-grade sulfide. After further purification to remove traces of copper and undesirable sulfur compounds, the nickel is precipitated by hydrogen under pressure at an elevated temperature. The cobalt, together with unreduced nickel, is precipitated as a mixed metal sulfide by hydrogen sulfide for eventual cobalt recovery. The end solution is then evaporated to produce a crystalline ammonium sulfate byproduct. As shown in Fig. 1, the nickel concentrate is leached in a continuous, two-stage, countercurrent circuit. In the first stage, or adjustment leach, the fresh concentrate is partially leached (60 pct) in the liquor produced in the second stage, or final leach. This system is necessary to produce a solution suitable for treatment in the copper sulfide precipitation step. Both stages are carried out at 170" to 180°F under a total pressure, with air, of 100 to 120 psig in large, horizontal, water-cooled autoclaves. The autoclaves are divided by overflow weirs into four compartments to give a certain amount of staging during leaching. In each compartment a relatively slow-speed (100 to 150 rpm) agitator maintains the nickel concentrate in suspension. Adjustment leaching, carried out in two autoclaves in parallel, is followed by a thickener-filter liquid-solids separation. Final leaching is done in two parallel trains of three autoclaves using aqueous ammonia to extract metal values from the adjustment leach residues. This too is followed by a thickener-filter circuit. Here the residues are repulped once with aqueous ammonia and twice with process water and refiltered after each repulping stage, to insure a maximum recovery of soluble metal, before being discarded to the tailings pond. The adjustment leach is followed by a seven-disk Dorr-Oliver American filter, with an agitator in the filter boot to keep the residues in suspension. Agitators have also been installed beneath the four ten-disk filters following the final leach thickener. Slurry Characteristics: A typical analysis of the Lynn Lake nickel concentrate, produced by differential flotation,' is given in Table I. The concentrate comprises 35 to 49 pct pentlandite, (Fe, Ni)S; 3 to 6 pct chalcopyrite, CuFeS,; 1 to 4 pct pyrite, FeS2; and 24 to 42 pct pyrrhotite, Fe1-2S (where x varies between 0 and 0.2) together with various siliceous minerals such as actinolite, hornblende, and talc. During leaching, the sulfur in the pentlandite, chalcopyrite, and part of the pyrrhotite is successively oxidized through the thiosulfate and poly-thionate radicals to sulfate and sulfamate." Simultaneously the nickel, copper, and cobalt are converted to soluble ammine complexes and the iron in the pentlandite, chalcopyrite, and part of the pyrrhotite is oxidized to a spongy hydrated iron oxide. The hydrated iron oxide is readily broken down by the agitation needed to sustain the concentrate in suspension and to maintain a satisfactory mass transfer of the oxygen from the air to the slurry. Table I shows typical chemical, screen, and

Jan 1, 1961

By W. H. Bassett

A 10-year, sea-water, corrosion test of tubes of several copper alloys has shown that many alloys withstood attack by solution, pitting, and dezinkification; a 1-year, salt-spray test of sheet-metal specimens of the same composition showed the same results. THE late J. P. Sparrow, chief operating engineer of the New York Edison Co., carried out a series of practical tests on condenser tubes of several copper alloys and reported on the results to the Association of Edison Illuminating Companies at its meeting in' September, 1913. In the preparation of these tubes the senior author had the pleasure of cooperating. Copper-zinc alloys in the proportions of 60-40, 70-30, 80-20, 90-10, and Admiralty metal, which is in effect 70-30 with 1 per cent. of tin, were tried. Monel metal and several copper-nickel alloys, and 8, 5, and 3 per cent. aluminum bronze were also tried. At the time of this report, the aluminum bronze had been in service for 4 1/2 years and seemed to be giving especially good results but later it began to fail and showed no substantial improvement over Admiralty metal. Monel metal was unsatisfactory and the nickel alloys apparently did not give better service than the Admiralty alloy. Previous to the publication of the report, and after considerable discussion, it was agreed that a test where tubes of different kinds could be under laboratory observation would be advisable, so the apparatus described here was set up in The American Brass Co.'s Waterbury Laboratory. This was fitted with tubes of copper, brass, bronze, nickel silver, cupro-nickel and other alloys, and the test started Oct. 11, 1912. Salt water from East River, New York harbor, was barrelled and transported to the laboratory for the test. A fresh supply, completely replacing the water in service, was obtained at the end of each six months period.

Jan 1, 1925

By T. Sterry Hunt

The deposit of rock-salt which is known to exist along the eastern shore of Lake Huron, in the province of Ontario, has lately been more completely explored than before, by a boring with a diamond drill, put down by Henry Attrill, Esq., of New York City, and the results obtained are so important in every way that I make no apology for presenting them to the Institute of Mining Engineers. I may be permitted to preface an account of this remarkable exploration, and of its results, with a historical sketch of the discovery and development of this salt-region. It was in December, 1865, that a boring was begun near the town of Goderich, in the hope of finding petroleum. In this the adventurers were disappointed, but, after passing through about 800 feet of limestone, they encountered a series of variegated marls, in which, at a, depth of 964 feet from the surface, a bed of rock-salt, 30 feet in thickness, was met with in May, 1866. The boring was carried to a depth of 1010 feet, ending in hard rock, and yielded, by pumping, a very pure saturated brine when examined by me in August of the same year. In the report of the Geological Survey of Canada for 1863-66, published early in 1867, I described this salt-well, with many geological details, and gave an analysis of the brine. In the next three years a considerable number of wells was sunk in and around Goderich, and numerous trials were made in various other parts of the region. Salt was found at Kincardine, thirty miles north-northeast from Goderich, at a depth of about 900 feet, and also at Clinton, thirteen miles southeast, at 1180 feet. Records of these wells, with analyses of the brine from them, were given by myself in a subsequent report of the Geological Survey, 1866-69, published in 1870 (pp. 211-244), together with accounts of various unsuccessful borings in the neighborhood, analyses of the brines from the various wells (including one analysis by Dr. Goessmann), with many details of the salt-manufacture at Goderich, at Syracuse, New York, and at Saginaw, Michigan. The geological character of the region was there discussed at length, and it was shown that the salt here occurs in the Onondaga or Salina formation, which

By Carlton D. Hulin

The usual concurrence in time and space of intrusive igneous activity, favorable structural disturbance and mineralization, which is so manifest in the mineralized district necessarily indicates a close interrelationship between these events. Evaluation of available evidence leads to the recognition that an appreciable time interval exists between the emplacement of the igneous intrusive and the formation of associated ore deposits. During this interval known portions of the intrusive are completely solidified, highly differentiated magma facies are injected as dikes, and important faulting occurs, which may fracture and shatter the solidified intrusive body. The highly differentiated dike types could only have originated in some deep portion of an underlying plutonic body that had reached an advanced stage of magmatic differentiation. Appearing after these dikes, the mineralizing solutions may likewise be presumed to have originated at great depth. Certainly no source for these solutions can be found in near-by portions of the intrusive igneous body. The association of igneous intrusives and clustering ore deposits must be recognized as resulting from structural control. The emplacemerit and the subsequent solidification and cooling of the intrusive set in operation forces that are responsible for the favorable structural disturbances that control the mineralized district. The emplacement of the body of fluid magma weakens the crustal rocks to the extent that failure due to strains originally present in the rock body may occur. Faulting of any type and of any magnitude may be the result. Subsequently, owing to the change of state from fluid magma to crystalline granitic rock, volume decreases approximating 10 Per cent may Occur, with resultant shrinkage and collapse within the rock body. Following solidification, thermal contraction, induced by cooling of the rock body, causes a further volume reduction of 6 per cent. This thermal contraction, extending over a lengthy period of time, results in a succession of minor fault movements. These small fault movements, occurring progressively throughout the period of mineralization, are responsible for maintaining the permeability of the rock body, without which access of the mineralizing solutions and the formation of the ore deposits of the mineralized district would be impossible. Introduction A proper understanding of the causes that have localized our mineralized districts should be of considerable value to geologist and engineer alike. under current conditions the known ore reserves of productive mining camps are being rapidly depleted. Although ore of the future will be derived in part from deposits now known and from Ore bodies that are still to be discovered within the limits of productive mining districts, in part at least it must come from mineralized districts whose existence or importance yet remain to be recognized. The mining geologist is thus faced with two problems of paramount importance: (I) the location of new ore bodies within known mineralized areas and (2) the location of new mineralized districts within whose confines, previously unknown, valuable Ore deposits may occur. Any contribution to our knowledge concerning the causes for the localization of mineralized districts

Jan 1, 1949

By Carlton D. Hulin

The usual concurrence in time and space of intrusive igneous activity, favorable structural disturbance and mineralization, which is so manifest in the mineralized district necessarily indicates a close interrelationship between these events. Evaluation of available evidence leads to the recognition that an appreciable time interval exists between the emplacement of the igneous intrusive and the formation of associated ore deposits. During this interval known portions of the intrusive are completely solidified, highly differentiated magma facies are injected as dikes, and important faulting occurs, which may fracture and shatter the solidified intrusive body. The highly differentiated dike types could only have originated in some deep portion of an underlying plutonic body that had reached an advanced stage of magmatic differentiation. Appearing after these dikes, the mineralizing solutions may likewise be presumed to have originated at great depth. Certainly no source for these solutions can be found in near-by portions of the intrusive igneous body. The association of igneous intrusives and clustering ore deposits must be recognized as resulting from structural control. The emplacemerit and the subsequent solidification and cooling of the intrusive set in operation forces that are responsible for the favorable structural disturbances that control the mineralized district. The emplacement of the body of fluid magma weakens the crustal rocks to the extent that failure due to strains originally present in the rock body may occur. Faulting of any type and of any magnitude may be the result. Subsequently, owing to the change of state from fluid magma to crystalline granitic rock, volume decreases approximating 10 Per cent may Occur, with resultant shrinkage and collapse within the rock body. Following solidification, thermal contraction, induced by cooling of the rock body, causes a further volume reduction of 6 per cent. This thermal contraction, extending over a lengthy period of time, results in a succession of minor fault movements. These small fault movements, occurring progressively throughout the period of mineralization, are responsible for maintaining the permeability of the rock body, without which access of the mineralizing solutions and the formation of the ore deposits of the mineralized district would be impossible. Introduction A proper understanding of the causes that have localized our mineralized districts should be of considerable value to geologist and engineer alike. under current conditions the known ore reserves of productive mining camps are being rapidly depleted. Although ore of the future will be derived in part from deposits now known and from Ore bodies that are still to be discovered within the limits of productive mining districts, in part at least it must come from mineralized districts whose existence or importance yet remain to be recognized. The mining geologist is thus faced with two problems of paramount importance: (I) the location of new ore bodies within known mineralized areas and (2) the location of new mineralized districts within whose confines, previously unknown, valuable Ore deposits may occur. Any contribution to our knowledge concerning the causes for the localization of mineralized districts

Jan 1, 1949

By AIME AIME

OVER-ALL operations of the oil industry, as measured by production of crude oil and consumption of products, are almost exactly of the same magnitude as a year ago. Does this mean that the great oil industry has been undisturbed by the war? Has this industry, so vital to the prosecution of the war and to the maintenance of our way of life, been unaffected in its operations? No indeed - changes within the industry are great. It has been called upon to revamp its trans¬portation methods so as to move about one fourth of the total amount of crude and refined products by railroad tank car instead of by ocean-going tankers. Its fundamental internal economy, based on maximum gasoline yield from a barrel of crude, has been relegated to memories of the past. Rationing of oil products, which has been forced upon us in face of an abundant supply, is not only disagreeable medicine but is in itself completely disruptive to the marketing end of the-business.-

Jan 1, 1942

By H. Margolin, E. Ence

Two versions of the Ti-Mn binary diagram have been published recently.' , -0th diagrams show two compounds in the region between 40 and 70 wt pct Mn, but disagree as to the reaction in which these compounds are involved. The investigation of the manganese-rich portion of the Ti-Mn binary diagram was undertaken at New York University as part of an investigation of ternary systems with titanium and manganese in order to determine which of the proposed diagrams is correct. A number of alloys between 31 and 70 pct Mn were prepared in a manner similar to that described by Cadoff and Nielsen; except that low currents (110 amp in argon atmosphere) and long melting times (up to 20 min) were used to prepare the alloys. Compositions were determined from weight-loss data, assuming all loss as due to manganese. Heat treatments were carried out with relatively large pieces, since there was a tendency for manganese to be lost during heat treatment. When X-ray diffraction data was to be obtained, the central parts of heat-treated specimens were used to make filings or powders which were not heat treated. Specimens were heat treated from the as-cast state. Heat-treatment times were as follows: 1150°C, 1 day; ll00°C, 2 days; 1000°C, 5 days; and 900°C, 15 days. It should be noted that equilibrium was not attained at 900°, 1000°, and in one case, at 1150°C. Metallographic specimens were electrolytically polished and strain etched by a technique described elsewhere.' At least four, and possibly six, phases were found in the region investigated. On the basis of information available at this time, a completely self-consistent diagram cannot be constructed, and therefore data are presented only for those phases which have been identified by both X-ray and microstruc-ture. Of the compounds detected, the one highest in manganese is the Laves phase, TiMn,, which is hexagonal with a MgZn, type of structure.V he diffraction data for TiMn2 from a 70 pct Mn alloy annealed at 1150°C are shown in Table I. The c/a ratio and parameters of TiMn2 agree well with those of Wall-baum hnd Rostoker et al. The values obtained here are c/a = 1.641, a = 4.825A. Another compound is the y-phase which is estimated to contain about 60 pct Mn. The y-phase has a structure which is identical to that of TiMn, with c/a = 1.639, a = 4.906Å. The fact that y has a Laves-type lattice would suggest that TiMn, has a range of solubility which extends from the composition of TiMn2 (69.6 Mn) to that of y (60 pct Mn). However, this could not account for microstructures which, in the 60 to 70 pct Mn region, show several phases in both the as-cast state and after annealing at 1150°C. Fig. 1 shows a two-phase structure of a 60 pct Mn alloy annealed at 1150°C. The phases present are y (white) and e (dark). If y were TiMn, then, according to Rostoker et al.,' the second phase of Fig. 1 should be P-Ti. The diffraction data for the 60 pct Mn alloy of Fig. 1 are shown in Table I. The starred d-values are from the e-phase and these lines do not correspond to those of &Ti. Comparison of as-cast and 1150°C microstructures of the 60 pct Mn alloy indicates that e precipitated from y. Since y has a

Jan 1, 1955

By T. Sterry Hunt

THE deposit of rock-salt which is known to exist along the eastern shore of Lake Huron, in the province of Ontario, has lately been more completely explored than before, by a boring with a diamond drill, put down by Henry Attrill, Esq., of New York City, and the results obtained are so important in every way that I make no apology for presenting them to the Institute of Mining Engineers. I may be permitted to preface an account of this remarkable exploration, and of its results, with a historical sketch of the discovery and development of this salt-region. It was in December, 1865, that a boring was begun near the town of Goderich, in the hope of finding petroleum. In this the adventurers were disappointed, but, after passing through about 800 feet of limestone, they encountered a series of variegated marls, in which, at a, depth of 964 feet from the surface, a bed of rock-salt, 30 feet in thickness, was met with in May, 1866. The boring was carried to a depth of 1010 feet, ending in hard rock, and yielded, by pumping, a very pure saturated brine when examined by me in August of the same year. In the report of the Geological Survey of Canada for 1863-66, published early in 1867, I described this salt-well, with many geological details, and gave an analysis of the brine. In the next three years a considerable number of wells was sunk in and around Goderich, and numerous trials were made in various other parts of the region. Salt was found at Kincardine, thirty miles north-northeast from Goderich, at a depth of about 900 feet, and also at Clinton, thirteen miles southeast, at 1180 feet. Records of these wells, with analyses of the brine from them, were given by myself in a subsequent report of the Geological Survey, 1866-69, published in 1870 (pp. 211-244), together with accounts of various unsuccessful borings in the neighborhood, analyses of the brines from the various wells (including one analysis by Dr. Goessmann), with many details of the salt-manufacture at Goderich, at Syracuse, New York, and at Saginaw, Michigan. The geological character of the region was there discussed at length, and it was shown that the salt here occurs in the Onondaga or Salina formation, which

Jan 1, 1877

By W. Tovote

THIS paper is based upon 12 years' experience in the Southwest, including three years that were spent in constant traveling as examining engineer for the Phelps-Dodge Corporation. The material was gathered during rather extensive work in Bisbee, Clifton-Morenci, Globe, and Tombstone, and also on short and rapid trips into most of the mining camps and prospect fields of New Mexico, Arizona, the desert country of California, and as much of Sonora as was safe at the time. My methods of observation and my deductions are not put forward as new or scientific; they are simply rough field methods, based upon short notes, rough sketches, and largely upon memory, which I have found useful for coordinating geological data for the purpose of passing quick judgment on mining possibilities in certain districts exhibiting uniform characteristics. The opportunities for observation have been better these last few years than ever before, clue to the unprecedented activity in mining, which has caused the reopening of hundreds of old mines and the starting of even more numerous prospects all over the mining States. POSSIBLE SYSTEMS OF CLASSIFICATION By Geological Provinces There are a number of well defined geological provinces in the territory under discussion, and a study of their individual features is of interest. The following are a few of those that axe most striking in their uniformity. 1. The "Desert province," extending roughly from. Wickenburg, Ariz., to and beyond Barstow, Cal. In its north-south extent it reaches up to the Colorado River and clown into Sonora, but overlaps other provinces. It is characterized by a worn-down basement of schistose and granitic rocks, on which rest remnants of Paleozoic and pre-Paleozoic sediments, including very old limestones. The sediments are disrupted and contorted. Alteration in the mineralized areas is very prominent, especially in the schists and limestones. Cenozoic volcanic rocks, principally of semi-basic composition, have been intruded into this complex and sometimes cover it as lava flows.

Jan 10, 1918

By Robert Maes, Robert de Strycker

The Fe-Ni-As phase diagram has been established by the study of about a hundred alloys, by microscopic observation, and by thermal analysis, with arsenic contents up to 50 pct. The iron and nickel arsenides present extensive solid-solution fields, owing to the substitution of nickel by iron and vice versa; the extent of the solubility field of each compound has been determined with an accuracy of ±1 pct. In the investigated range of compositions, the solidification reactions were established, and the temperatures of the invariant reaclions detevmined with a preciston of iZ°C in the most favorable and ±5°C in the least favorable cases. The isothermal lines of the liquidus surface have also been drazum, with an accuracy estimated at i5°C. Reactions in the solid state, which take place for the formation or the decomposition of certain phases , were investigated in detail. ThE constitution diagram of the Fe-Ni-As system is fundamental for the understanding of the properties of nickel speiss; these by-products of the extraction of certain nonferrous metals indeed often contain the three elements iron, nickel, and arsenic as main constituents. The Fe-Ni-As system has already been the object of earlier investigations. In 1932, Guertler and Savels-berg' have presented some elements of the ternary phase diagram, for arsenic contents up to 55 pct (all percentages in this paper are given in weight percent), including the vertical section FezAs-Ni&s2. This investigation is, however, incomplete and certain anomalies suggested the necessity to verify the results published by these authors: the section Fe2As-Ni5AsZ, for example, is presented as quasi-binary, with a field of complete miscibility in the solid state, even though these compounds do not have the same structure. Recently, ~useck' established an isothermal section at 800°C in the Fe-Ni-As system by X-ray diffraction and microscopic examination of water-quenched alloys. These techniques are sometimes inaccurate for the determination of the fields where alloys are liquid at the investigated temperature, and they may lead to erroneous conclusions when a compound exists at the investigated temperature but is not stable at room temperature and cannot be maintained by quenching. LIMITING BINARY PHASE DIAGRAMS The Fe-As constitution diagram has been the object of several investigations which have been reviewed by Hansen and Anderko.3 For the Ni-As phase diagram, a recent study has been effected by Yund.4 In this system, Heyding and calvert5 have determined the existence of a compound of unidentified structure at arsenic contents slightly higher than those corresponding to Ni5As2 and at temperatures lower than about 200°C; by analogy with iron and cobalt arsenides, this compound could correspond to the formula Ni2As, as suggested by Kulle-rud; although this is not definitely established. In the region of arsenic contents from 35 to 55 pct, Fried-rich7 detected anomalies in the solidification reactions; an interpretation of these anomalies was given by Hansen ,8 which assumed that the solidification reactions in practice are not in equilibrium, but are meta-stable. The main features of the Fe-Ni constitution diagram are the existence of a complete miscibility field, at least at high temperatures, for the fcc phase (which will be designated by My in the remainder of this work) and of a limited solubility field for the bcc phase (designated by Ma). EXPERIMENTAL METHODS The fundamental technique used in this investigation was microscopic observation, which allowed the determination of the reactions occurring during solidification of the alloys, and possible reactions in the solid state.

Jan 1, 1968

By G. A. Hellstrand

IN 1915, H. A. Guess, Vice President of American Smelting & Refining Co., in charge of its Mining Department, learned that the Anglo-New-foundland Development Co., Ltd., a pulpwood and paper-mill enterprise, had found upon its large concession in Newfoundland, and had opened up by shaft to the third level and some drifting, a lenticular orebody indicat-ing about 100,000 tons, as an extremely fine-grained sulfide ore, averaging about 0.05 oz. Au, 4 oz. Ag, 1.5 per cent Cu, 10 per cent Pb, 18 per cent Zn; and that having sent parcels of this ore to Minerals Separation, Ltd., and various other metallurgical testing concerns without obtaining any success in commercial separations thereon, had discontinued work thereon and let the workings fill. Mr. Guess wrote to the general manager of that company and obtained a few hundred pounds of the typical ore, which he sent to his company's metallurgical testing laboratory at Flat River, Mo., outlining various flotation tests desired thereon, in an endeavor to obtain separation into a commercial lead concentrate and a zinc concentrate. But the art of flotation had not then progressed far enough to treat such ore, the galena and zinc blende being so fine grained that grinding to about 300 mesh was required to release the mineral particles in their gangue. Mr. Guess had flotation and other tests continued upon this ore from time to time with whatever new reagents and flotation devices were evolved as time went on, and finally, in 1925, he succeeded in effecting in his company's testing plant, then at Wallace, Idaho, separations into lead concentrates and zinc concentrates of satisfactory commercial grade. Mr. Guess then proceeded to unwater, examine and sample the property and made with the owners a partnership operating agreement upon the mine itself and a considerable area surrounding it, and in the early summer of 1926 began to prospect for additional orebodies, utilizing for such prospecting geophysical methods, under the direction of Hans Lundberg, methods which up to that time had been little used in mining in the western hemisphere.. This geophysical work found two large flat-lying orebodies of a type precisely similar to the smaller body of the original discovery. The larger orebody, some 3500 ft. west of the original

Jan 1, 1934