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By R. C. Good

Slag control for any kind of steel, rimming, straight carbon or alloy, should start with the charge and be developed well in advance of the tap because its composition, viscosity and temperature will unquestionably govern the physical and chemical properties of the steel when tapped. In the majority of plants producing alloy steels, primary consideration is given to the chemical specifications; physical characteristics usually occupy secondary place in the melter's mind. Recently, however, buyers have indicated limits of machinability, hardenability, grain size and, of course, always wanted steel free from foreign nonmetallic inclusions. It is these latter specifications that require the attention of the operator to the slag and its control. The slag must act as a vehicle for oxidized elements originating from the metallic portion of the charge; it should hold the oxides of phosphorus, silicon, manganese, iron and chromium that come into contact with it either before or after the refining and finishing stage of the heat. It must be used as a transferring medium of oxygen from the atmosphere or oxide additions to the metal and should permit a free escape of gas generated within the charge. Finally, the slag is the principal controlling factor in regulating the rate of oxidation which in turn eventually determines the quality of the steel as measured for the various characteristics mentioned above. With pig iron of uniform composition, the iron oxide in the slag increases as the limestone is increased but with the same addition of stone in every heat, the iron oxide decreases as the silicon is increased in the charge, and vice versa.

Jan 1, 1935

By A. Taylor, S. Leber

WHEN studies of deformation texture, lattice stress, and crystal orientation are made, it is frequently required to know the interplanar angles and subsequently to embody the results of the investigation in a stereographic projection. Tables of

Jan 1, 1955

By Ferdinand S. Ruttmann

The Tilly Foster iron-mine is situated in the southeastern part of Putnam County, New York, about fifty miles north of New York City, on the line of the New York City and Northern Railroad. There are a number of deposits of magnetite scattered throughout the county, the most important being those known as the Tilly Foster, the Mahopac, and the deposits of the Croton Magnetic Ore Company. (See the paper of Mr. Wendt, Transactions, xiii., 478.)

Jan 1, 1887

By W. N. Lacey, D. F. Botkin, B. H. Sage

JOULE-THOMSON coefficients for two natural gases were determined at pressures up to 600 lb. per sq. in. throughout the temperature interval between 70° and 310°F. From these primary data and available information relating to the isobaric heat capacities of the components at infinite volume, the heat capacities of these gases were computed throughout the above-mentioned range of pressures and temperatures. The enthalpies of the gases were computed as a function of state and the results compared with values obtained by several methods of prediction currently available. The results are presented in graphical and tabular form.

Jan 1, 1942

By S. C. Sun

Most previous work on sedimentation of coal 1 and mineral 2-3 suspensions has been conducted in graduated 1-liter glass cylinders of 6-cm diam. With this type of large container it is often difficult to see through the suspension and tedious to perform a large number of tests. Furthermore, the heavy glass walls and the graduation lines of glass cylinders cause internal and stray reflections, respectively. To obviate these difficulties, an Atlab Emulsion Viewer from Arthur H. Thomas Co. was adopted as an alternative apparatus. Equipment: The viewer," shown in Fig. 1, consists of: 1) a stainless steel frame rack holding 21 flat-bottom Nessler tubes or an ungraduated replica 1.64 cm ID and 1.80 cm OD, 2) a movable masked 150-w lumaline lamp behind the tubes, and 3) a scaled glass panel with 100 vertical divisions in front of the tubes. The tubes are snugly held by springs in slots formed by spacer bars, which also serve as shields to eliminate stray light. The lumaline lamp is mounted behind a slit in a movable housing so that it can be positioned behind the suspension to be examined. The lowest or 100-divi-sion line on the front glass plate is leveled with the upper side of the bottom of all tubes. The scaled portion of each tube, roughly 19 cm high and 40 ml in volume, is used to study coal and mineral suspensions. Procedure: The following procedure was used in many tests. A 1.6-gm sample of dry coal was mixed with 16 ml of distilled water in an ordinary test tube and allowed to stand for three days, with occasional shaking to insure thorough wetting of all particles. The slurry was transferred to a Nessler tube and diluted to 32 ml. The pH regulator and flocculating reagent were added, and the slurry was diluted to reach the uppermost or zero-division line. The tube was immediately stoppered and inverted downward and up again ten times during a period of 35 to 40 sec. The lumaline lamp was turned on during the inversion period. After inversion the tube was quickly returned to the viewer rack. The time elapsed for each 10-division drop of the demarcation line between solid and liquid was recorded by stopwatch until the 80-division line was reached in the zone of compression. Additional readings were taken at 15, 30, and 60 min after settling began. The clarity of the supernatent liquid was observed also. As the settling rate became considerably slower at the 75-division line, it was convenient at this time to start the next test in a separate Nessler tube. This was continued until the suspensions in any number of the 21 tubes were tested. An attempt was made to correlate the experimental results between the Nessler tube and a 1-liter glass cylinder. Table I shows that coal particles settle much faster in the cylinder than in the tube, which has a large wall effect.' The correction factor for the tube impedance is 1.662 2 0.145 at the 40-division line in the hindered settling zone, and 1.614 & 0.139 at the 75-division line in the compression zone. This rough correlation was established by dividing the pulp height of each container into 100 divisions and comparing the settling rates of the two containers at the same divisions. Tests were also performed to determine the accuracy of the viewer. The results, not presented, showed that error was within 10 pct.

Jan 1, 1960

By E. V. Given

Designing a tailing dam is a major step toward fully integrated mill operation. In the case of large concentrators considerable planning is necessary, and the site of the tailing disposal area may very well dictate the location of the concentrator itself. Before a suitable location can be selected several pertinent factors should be investigated: estimated life expectancy of the mine and, if possible, approximate total tonnage; knowledge of daily mill capacity; and the possibility of future mill expansion. In addition, the area should be able to store tailing for many years and, from a cost and maintenance stand- point, gravity flow will probably be desired.

Jan 7, 1959

By d&apos, C. McCoul, C. Antonio, R. Krohn

MOST of the commercial colored gold alloys for jewelry applications are based on the Au-Ag-Cu-Zn system. Although work has been done on the constitution of the Au-Ag-Cu system.'-4 there are no reports in the literature on the effects of zinc additions in these alloys. We have metallographically determined the a =al + a2 transformation temperatures in 91/2- and 131/2-karat alloys in which varying amounts of zinc have been substituted for copper and silver. Samples were cast in the form of 1/2-in. round bars

Jan 1, 1970

By E. B. Fitch

The operating behavior of liquid-solid cyclones is outlined, together with the nature and range of the process results obtainable, to serve as a background for engineers wishing to consider application of this new process tool.

Jan 3, 1953

In accordance with the usual custom, manuscripts to be presented at the next meeting of the Institute must be in the hands of the, Secretary before July 1, 1917. Manuscripts to be properly distributed in advance of the meeting must be in the hands of the Secretary before June 1, 1917. At the last meeting of the Institute 45 papers were presented, and 42 of them were actively discussed. This experience makes us believe that advance distribution is the best possible means of getting a good discussion of papers and of securing for them the interest of the members of the profession. It will be impossible, however, to give the papers proper distribution if they bare not received before June 1, 1917.

Jan 4, 1917

By A. Werenfels

After discussing the geology of the Limagne, the surface indications of petroleum, and the recent exploration, the author states that none of the wells were properly located and that oil possibilities of the Limagne have not been adequately tested. NO PETROLEUM, in commercial quantities, is found in France except the small production of the Pechelbronn field (Fig. 1) in Alsace, which produced 75,000 tons in 1923; therefore the test of the petroleum FIG. 1.-KEY MAP. prospects of the Limagne is most interesting. Under the superintendence of M. Termier, chief engineer of the French mines, a well near Crouelle (Fig. 2) was drilled in 1921 to a depth of 856.3 m. (2808 ft.); at different depths favorable showings were encountered. The well, however, was abandoned because of drilling difficulties. A second one is now being drilled near the same place.

Jan 12, 1924

By William B. Plank

For the first time in four years the number of mineral engineering students in the 228 engineering colleges of the U. S. and Canada exceeds 10,000. According to figures just released by the American Society for Engineering Education, the current enrollment of all engineering students is 222,178. The total of 10,274 mineral engineering students, undergraduate and graduate, is a 4% pct increase over a year ago. Total engineering is 11 pct larger than last year, about the same as in 1949-50, and 24 pct above 1950-51.

Jan 4, 1955

By Leendert de Witte

A review is given of the principles on which recently proposed methods of electric log interpretation in shaly sands are based and of the evidence brought up in support of the theoretical derivations. It is. pointed out that the qualitative techniques suggested to date have a tendency to be too pessimistic in the prediction of the presence of commercial hydrocarbon accumulations. In the quantitative treatment, a new concept is introduced, namely that of strongly reduced activity of the double layer counter ions which are present near the negatively charged rock surfaces. This lemmu when applied to the calculation of the equilibrium concentratiotls of interstitial waters yields a set of very simple relations. The resulting expressions for electrochemical potentials across rock samples appear in satisfactory agreement with laboratory experiments. The formulae obtained for the electrical conductivity of shaly formatioris are of the same form as those arrived at empirirally by previous workers. Combination of the expres.riorls for potentia1s and conductivities gives a direct proof of the Tixier relation which states that for shaly water sands the product of apparent formation water resistivity and apparent formation factor equals the resistivity of the sand 100 per cent .saturated with formalion water and which was verified by the work of Wyllie and Perkins and their co-workers. The relations for the resistivities and spontaneous porer11inI.s have been extended to the case of hydrocarbon hearing shaly formations, thus laying a formal basis for the quantitative interpretation of electric logs in shaly oil sands. INTRODUCTION The presence of disseminated clays in porous rocks saturated with electrolytic solutions has a strong influence on the transference of ions taking place under electrical or chemical potential gradients. Both the electrochemical emf's in evidence on the SP curves of electric logs and the electrical conductivity measured on resistivity logs arc directly dependent on the ionic transference in the interstitial waters of the formations traversed by boreholes. A large number of researches have been carried out on the nature and magnitude of the effects of clays on ionic transference. The most recent of these have been described in papers by McCardell and Winsauer,1 2 Wyllie and Southwick,3 poupon, Loy, and Tixier,4 and by Perkins et al.5 Most of these authors consider the effects of the clays as due to the fixed negative charges on the clay lattice. These charges cause the formation of diffuse surface layers with a high concentration of positive ions. The internal solution of the shaly reservoir rock has therefore a different ionic composition and concentration than the electrolyte with which it is in equilibrium (connate water produced from the formation or mud filtrate by which the formation is invaded). To calculate the equilibrium concentration of the internal solution, use is made of the Donnan6 relation, which states that the mean ionic activities of the internal solution and of the external electrolyte must be equal. From this and the

Jan 1, 1956

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 Joseph M. Jacisin

Fatigue tests were conducted on 2017-T4 alumium in alloy in an u1lrcthig.h vacuum of 2 x 10-lo Torr and in air. The vatio of vacuum-to-air faligue life for this ~malerial varied Jrom 3.5:1 at a strain of 2.5 X 1O-3 ill. pegr in. to 8:l at a strum of 3.3 x X ill. per 171. Sotlze pvelivtlinary data were also obtained on the faligue life of the alumirnum alloy in a dvy-nitrogen atmosphere. A dark deposit observed on the fracture surfaces of the aiv-tested specimens was identified as oxides of tr~angarzese and magnesium This observalion, and the close correlalion betaveen results obtained in vaCuum and dry-nitrogen environtments, tend to confirm that air stvongly influences the fatigue mechanism by a covrosion process. THE fatigue life of certain metals is known to increase when the atmospheric pressure is reduced. Gough and Sopwith1-2 postulated that this is due to a joint chemical and mechanical process operating in air at the surface of the metal with oxygen and water vapor playing significant roles. Wadsworth and Hutchings3 observed that aluminum is mainly affected by the presence of water vapor. Very little information is available on the fatigue properties of structural aluminum alloys in a vacuum environment. This report describes work performed on 2017-T4 aluminum alloy in an ultrahigh vacuum (2 x 10-loTorr) and in air. Some preliminary data are also presented on the fatigue life of the alloy in a dry-nitrogen environment. 1) EXPERIMENT 1.1) Test Material. The material tested was commerciaT 2017-T4 aluminum alloy which, in addition to aluminum, has an approximate composition of 4 pct Cu, 1 pct Fe, 0.8 pct Si, 0.5 pct Mg, 0.5 pct Mn, plus smaller amounts of other elements.* Some typical naturally age to a substantially stable condition. Specimens were then machined from these rods and ground to a No. 8 microfinish. In order to minimize variation in material characteristics, specimens were made from rods procured from the same lot. 1.2) Apparatus. The apparatus and test specimen used in the fatigue tests are shown in Fig. 1. The device utilized a single-cantilever beam with rotating-bending loading. Bending stress was applied to the fatigue test specimen by placing a spacer beneath the bearing support, thereby providing a constant deflec-

Jan 1, 1968

By C. P. Watson

It is perhaps significant that a few years ago the sessions held here were chiefly occupied with production. In the last two years these sessions have been concerned with production curtailment, unitization and conservation, notwithstanding that production in the United States in 1929 reached a total in excess of 1,000,000,000 barrels. A study of the leading producing units in the United States shows that Oklahoma, Texas and California in 1929 yielded 84 per cent. of the total production from 33.5 per cent. of the total number of producing wells. Production in the United States in 1929 showed an increase of 107,000,000 bbl. over the 1928 figures. This increase in itself perhaps is not enough to have caused the serious situation that is now confronting the industry. However, taking into account the gradual encroachment on the consumption of fuel oil through the greater utilization of natural gas, probably we have reached the point in the United States where prices will determine to a large extent,' in 1930, the amount that will be produced. In the states of Texas, Oklahoma and California, the most significant developmcnt of 1929 has been the desire of operators to reach some agreement to bring production more or less in control with the estimated demand. In November, production in California, particularly in the Santa Fe Springs field, was drastically cut to meet a certain requirement. Similarly, in Texas, the Yates field has been developed and has been producing under an agreement on the part of the operators; and more recently in Oklahoma City, serious efforts have been made to keep produetion in line with consumption. For the year 1930 we can see nothing in sight except drastic curtailment. This is a matter that I am sure is occupying the attention of all the leaders of the industry.

Jan 1, 1930

By Peter J. Tarkoy

A commonly encountered difficulty in subsurface mapping and surveying of joints is the presence of steel conduits and rails, power lines and magnetic rock. Their presence often complicates and occasionally precludes the use of magnetic instruments such as a geologist's compass. An instrument was designed and built to overcome this problem by relating joint orientation geometrically to a known tunnel axis, track, or laser beam. Because of the unknown effect of magnetic bodies of rock, steel and high potential power lines, it becomes difficult or even impossible to make necessary compensations to compass readings. Therefore, relating a joint orientation directly to magnetic or true north seems impractical in underground joint surveying. But since the orientation of mine openings and tunnel alignments is generally surveyed and accurately known, it would appear to be a more practical axis of reference.

Jan 10, 1973

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 C. F. Davan, C. T. Houseman

The news pages of MINING ENGINEERING and other trade publications have for the past two years carried a great many items about new developments in phosphate and potash, reflecting the surge in world consumption of these products as fertilizer. Today the question often arises concerning how much growth can be further anticipated by the phosphate and potash industries. To answer this question, a 15-year projection of world fertilizer consumption in terms of the three basic plant food nutrients-nitrogen, phosphate and potash-has been prepared. Two of these, phosphate and potash, are basic products of the mining industry. Nitrogen, once an important product of mining, is now mainly a chemical product. Another mineral, sulfur, although not a primary nutrient, depends on the fertilizer manufacturing industry for the bulk of its market. In crop year 1962-63, there began a startling in- crease in world fertilizer consumption. In that year, consumption increased by about 10% and in the following year by 10-12%.

Jan 12, 1965