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By Arthur F. Daily

8.5-1. Bucket Line Dredge. INTRODUCTION. The modern bucket-line dredge for mining placer deposits is a combined floating excavating machine and a gravity concentration system. Material is excavated at the forward end by the buckets, elevated, washed and screened, concentrated for recovery of valuable mineral, and discharged off the stern as coarse and small fractions. The end product is a concentrate consisting either of the valuable mineral(s) and associated heavy minerals, which are taken to a treatment plant on shore; or in the case of gold, a clean amalgam ready for retorting. The bucket-line dredge may be adapted for purposes other than mining for valuable mineral by installing, in lieu of a concentrating system, machinery for pumping all of the solids ashore in a pulp, or for producing washed gravel in selected size fractions of which all or a selected fraction is pumped to disposal areas on shore or into side barges. The two principal types of bucket-line dredges designed for mining are: 1) those having an inclined belt conveyor stacker to discharge the coarse fraction of washed tailing well astern of the hull, and sluices to discharge the sand fraction (Fig. 8.5-1), and 2) those having only sluices for discharge of all tailing astern. Use of the latter type has been confined, with few exceptions, to mining cassiterite-bearing deposits in Malaysia and at sea off Indonesia. Small dredges having only flumes for washing and concentrating all material dug by the buckets have been used for mining shallow stream valley deposits. GENERAL ARRANGEMENT. The general arrangement of a modern bucket-line dredge for mining tin, with a primary concentrating plant on board, is shown in Fig. 8.5-2. The hull and superstructure of most dredges are fabricated of structural steel; wood also has been used for both small and large dredges with complete satisfaction. All-riveted or partially welded unit hulls have been widely used and are desirable for exceptionally severe service. The hull

Jan 1, 1968

By Harry H. Power

While the attention of all engineering branches is focused today on changes and improvements in the several curricula, we are concerned here with the many questions arising in industry and college concerning the preparation for the petroleum engineering profession. The succession of problems confronting the petroleum engineer demands a degree of versatility not ordinarily encountered in other professions. As a consequence, the student cannot acquire mastery of all the several engineering branches represented in field practice, and as an alternative, he has learned to appreciate the value of thorough training in the basic or fundamental sciences as a Preliminary foundation for professional work. While our attention is directed primarily to the training of engineers in educational institutions, it is necessary that the ultimate education of the professional engineer be kept in mind. It is apparent that his success as an engineer is limited not only by his educational and job experience, but by his native endowments: mentality, Personality and health. The engineer's lack of job experiences often proves as much a handicap as the lack of adequate college training. If the final product proves to be satisfactory, both industry and technical institutions are to be congratulated. However, if the Product is found wanting, the one most responsible should For the most part, students of engineering colleges have had their interests in applied science awakened at a relatively early age. Manyof them entered college as a convenient means of acquiring a technical education, but undoubtedly would have had better prospects in a shorter program offered by institutions of non-college grade. The activating motive of practical interest is also strong in students suitable for college training, but in many cases an intellectual interest must be awakened in order that it may survive graduation. Numerous engineers believe that this progressive process of selection and determination of career aims is one of the essential services rendered by the engineering colleges. Industrialists, who are more inter. ested in quality than quantity of petroleum engineering graduates, have pointed out the good that should result if more emphasis were given to the work of eliminating the misfits. They also point out the protective measures that have been taken by other professions for the betterment of professional standards. Mention has been ,de of the beneficial results to be obtdned by collective determination of the market for the products of engineering schools, particularly in that the students unsuited to the profession would have an opportunity to prepare themselves for employment more suited to their personalities and other qualifications. In the event that such a system of coordinated personnel direction is developed by the

Jan 1, 1941

By L. S. Reid, R. L. Huntington, Chen Chun Ku

The simultaneous adsorption of water and hydrocarbon vapor from natural gas by three grades of alumina has been studied at atmospheric pressure and temperature. Results of this investigation reveal that the presence of water vapor in the gas inhibits the adsorption of hydrocarbon vapor, although the presence of the latter does not have a pronounced effect upon the adsorption of water vapor. Adsorption of water-hydrocarbon mixtures from gas is divided into three phases. In the first, both water and hydrocarbon vapor are adsorbed; in the second, adsorption of water vapor proceeds while desorption of hydrocarbon takes place; in the third phase, the adsorbyt approaches complete saturation with respect to both water and hydrocarbon vapors. Both theory and experimental data can be applied to design and operation of commercial dehydration plants, and an illustration is presented. Introduction Dehydration of natural gas becomes increasingly important as the operating pressures employed in gas processing and transmission are increased above 500 ib. per sq. in. Gas produced from high-pressure wells is saturated with water vapor when it leaves the reservoir and it continues into the processing plant or transmission system in a saturated condition because of the substantial decrease in temperature due to expansion at the wellhead. Usually this gas is accompanied by liquid water and hydrocarbons that have condensed with the change in temperature and pressure. Without dehydration, gas temperatures must be held at relatively high levels to prevent solidification of gas hydrates. According to Hammerschmidt's data8 on the relationship of pressure to the freezing point of natural-gas hydrates, the minimum safe operating temperatures range from 55' to go°F. for pressures ranging from 500 to 3000 lb. per sq. in., respectively. Often it is difficult to maintain gas temperatures above the hydrate-freezing temperature because of climatic conditions, unless flow-line heaters are installed. Also, in processing gas for its gasoline content at high pressures, it is desirable to employ operating temperatures lower than the hydrate-freezing point. In distributing high-pressure gas, the large pressure drop from line pressure to town-gate pressure often prbduces sufficient cooling to freeze the regulators and disrupt consumer service. Therefore, it is highly essential to dehydrate high-pressure natural gas if smooth and economical operation is to be maintained at all times. Few published data are available on the simultaneous adsorption of water and hydrocarbon vapors. The literature contains many mathematical expressions for rate of adsorption in various systems but a rational correlation of the existing rate

Jan 1, 1944

By J. S. Westwater

The Mather mine of The Negaunee Mine Co. embraces nearly all of Sections 1 and 2, T47N, R27W, within the limits of the cities of Negaunee and Ishpeming on the Marquette iron range of Michigan's Upper Peninsula. Operations of the Negaunee Mine Co., the stock of which is jointly owned by Bethlehem Steel Co. and The Cleve-land-Cliffs Iron Co., are under the direction of the latter company. The opening of the Mather mine was described by C. W. Al1en.† Mather " A " shaft was completed to an initial depth of 2352 ft in early 1943. The shaft capacity of over one million tons yearly is in prospect of being realized by orderly development and mining, and sinking of the second or "B" shaft then started in accordance with previous planning. Mather "B," also a vertical shaft, was designed as a twin to Mather "A" shaft and the sinking technique developed at Mather "A" was utilized in "B" shaft operation. Shaft Sinking General Plan An average depth of 16 ft of sand overburden at the shaft site was cleared away by bulldozer, and the shaft approximately 15 by 20 ft in rock opening put down to an initial depth of 87 ft. Mucking of the broken rock to this depth was accomplished by an Insley excavator equipped with a 1/2 yard ca-pacity Owens clamshell bucket. Addition of 200 lb weight to each lip of the clam bucket provided adequate "bite" to dig the broken diorite and jasper rock. Temporary heavy wood bearers were placed across the shaft mouth to support the steel shaft sets which were hung in this initial 87 ft depth, aligned accurately and concreted in place from the lowest set upwards. The permanent steel headframe foundations and three service tunnel openings to the shaft were also concreted in the upper section to the shaft collar. A temporary wood headframe was then erected over the shaft mouth, and initial hoisting machinery assembled consisting of a Lake Shore 12 ft diam single drum grooved for a 1 3/8 in. rope and powered by two 400 hp motors to attain hoisting speed of 1100 fpm. Compressed air was obtained from a Nordberg 2 stage tandem horizontal type with a capacity of 1500 cfm. An enclosed landing platform at the shaft collar was equipped with a rotary dump and pocket for discharge of the rock into a Euclid 15 ton truck. On completing assembly of this equipment and installation of a special cage in the shaft, sinking was resumed on a three shift, six days per week

Jan 1, 1950

By R. L. Huntington, L. S. Reid, Chen Chun Ku

The simultaneous adsorption of water and hydrocarbon vapor from natural gas by three grades of alumina has been studied at atmospheric pressure and temperature. Results of this investigation reveal that the presence of water vapor in the gas inhibits the adsorption of hydrocarbon vapor, although the presence of the latter does not have a pronounced effect upon the adsorption of water vapor. Adsorption of water-hydrocarbon mixtures from gas is divided into three phases. In the first, both water and hydrocarbon vapor are adsorbed; in the second, adsorption of water vapor proceeds while desorption of hydrocarbon takes place; in the third phase, the adsorbyt approaches complete saturation with respect to both water and hydrocarbon vapors. Both theory and experimental data can be applied to design and operation of commercial dehydration plants, and an illustration is presented. Introduction Dehydration of natural gas becomes increasingly important as the operating pressures employed in gas processing and transmission are increased above 500 ib. per sq. in. Gas produced from high-pressure wells is saturated with water vapor when it leaves the reservoir and it continues into the processing plant or transmission system in a saturated condition because of the substantial decrease in temperature due to expansion at the wellhead. Usually this gas is accompanied by liquid water and hydrocarbons that have condensed with the change in temperature and pressure. Without dehydration, gas temperatures must be held at relatively high levels to prevent solidification of gas hydrates. According to Hammerschmidt's data8 on the relationship of pressure to the freezing point of natural-gas hydrates, the minimum safe operating temperatures range from 55' to go°F. for pressures ranging from 500 to 3000 lb. per sq. in., respectively. Often it is difficult to maintain gas temperatures above the hydrate-freezing temperature because of climatic conditions, unless flow-line heaters are installed. Also, in processing gas for its gasoline content at high pressures, it is desirable to employ operating temperatures lower than the hydrate-freezing point. In distributing high-pressure gas, the large pressure drop from line pressure to town-gate pressure often prbduces sufficient cooling to freeze the regulators and disrupt consumer service. Therefore, it is highly essential to dehydrate high-pressure natural gas if smooth and economical operation is to be maintained at all times. Few published data are available on the simultaneous adsorption of water and hydrocarbon vapors. The literature contains many mathematical expressions for rate of adsorption in various systems but a rational correlation of the existing rate

Jan 1, 1944

By W. J. Reagan

IN a study of the life of ingot molds, it is essential to eliminate all of the variables. In the commercial manufacture of steel this is almost an impossibility. In this study many of the variables have been eliminated, and because of the unusually consistent furnace practice, with small variations in the type of steel manufactured, and a similar type of mold design for all ingot sizes, it is possible to determine with some degree of accuracy the cause of variations in ingot-mold life. All of the ingot molds in this study were used in the production of basic open-hearth killed steel with chemical analyses within the following range: C, 0.50-0.85 per cent; Mn, 0.60-0.80; Si, 0.20-0.30; S, 0.04 max.; P, 0.04 max. All ingot molds were of the closed-bottom type and used for bottom casting only. None of the molds in the study failed from cutting of the sides due to top casting; in fact, on only rare occasions are any molds used for top casting. The general type of this mold is shown in Fig. 1. All sizes have rather a heavy band of metal, about 6 in. wide, at the top to give mechanical strength at this point, and all have cast lugs. Cross sections of the vari-ous sizes from top and bottom sections are shown in Fig. 2. Ratios of wall thickness to ingot weight, ratio of ingot diameter to ingot length, and other figures of interest are shown in Table 1. In. the majority of cases, the cause of failure in this type of mold is due to heavy fire cracking on the "flats" at a point from 3 to 6 in. from the bottom radius of the mold. Fig. 3 pictures this type of failure. The start of failure at these points usually begins with a very small section of the interior surface becoming involved. As a rule, a section of 1 or 2 sq. in. is the first noticeable 'indication that mold failure is taking place. Gradually the small section increases until a sizable cavity develops, causing a protuberance on the bottom of the ingot, which eventually becomes too large to be stripped. The mold is then removed from service. At the time of failure, this cavity often reaches a size of about 5 sq. in. and about 1/2 in. deep. Sometimes cavities are found on only two or three sides and at other times all twelve sides appear to be involved.

Jan 1, 1936

By C. E. Arnold

A brief description of this installation was included in a recent paper by H. Kenyon Burch.l The purpose of the present paper is to amplify Mr. Burch's description, as it is felt by the writer that the subject merits more than passing attention. In making a comparison between the common method of hoisting men in mine shafts, and elevator practice in high buildings, the former shows to great disadvantage both as regards safety measures and smoothness of operation. It is surprising that in view of the inducements offered, the step of applying the building equipment direct to the mine shaft has not been taken before, as in many respects the conditions of service are similar, and the objects to be attained are identical. Even without doing this, it is certain that safety to life and limb in the usual method of hoisting men underground can be greatly enhanced by the application to the mine hoist of some of the features of the building elevator. In the case under consideration, the elevator cage runs in a vertical, concrete-lined shaft compartment 5 ft. 11 in. by 5 ft. 6 in. (1.8 by 1.68 m.) in section and 585 ft. (178 m.) deep, while the counterweight runs in the pipe and ladder compartment of a twin shaft 102 ft. (31 m.) distant. The section of the division of this compartment occupied by the counterweight measures 2 ft. 4 1/4 in. by 3 ft. 101/2 in. (0.72 by 1.18 m.), and the counterweight is made in the form of a small cage which suffices to carry two men for the purpose of making inspections or repairs in the pipe and ladder way. The hoist is designed to carry a load of 7500 lb. (3401.94 kg.), ex-clusive of the cage, which weighs 7500 lb., at a maximum speed of 800 ft. (243 m.) per minute. It is installed in the main hoist and compressor building about 220 ft. away from the elevator shaft and is driven by a 160-hp. direct-current motor which is served by a 190-hp. motor generator set. A small direct-current generator mounted at the end of the motor generator set furnishes the current for the controller magnets, brake and fields of the hoist motor and generator. The drum, which is 72 in. (1.83 m.) in diameter, is driven through the medium of a single reduction herringbone gear. A Francke flexible coupling connects the

Jan 1, 1918

By Leonard B. Gulbransen, John R. Lewis, W. Martin Fassell, J. Hugh Hamilton

A simple reproducible method was developed for determining the ignition temperatures of magnesium and magnesium alloys and by this method magnesium and over 100 magnesium alloys were measured. The ignition temperature of magnesium was determined in O2-SO2, O2-N2 mixtures and in O2 from 0.166 to 10 atm pressure. The ignition temperature of magnesium is generally lowered by alloying and increased by an increase in oxygen pressure. WITH the expanded use of magnesium alloys in industry, ignition temperatures are of considerable importance, especially in heat treating and for service at elevated temperatures. Magnesium alloys exhibit a relatively slow linear oxidation rate up to temperatures near the melting point.' At some critical temperature the rate of oxidation becomes extremely rapid. This high rate of oxidation is accompanied by the emission of light and additional characteristics suggesting a flame. The literature concerning the ignition temperatures of magnesium and magnesium alloys is relatively incomplete and the values reported by various authors are not in agreement. The most probable reasons for this are: 1—The absence of a suitable definition of ignition, and 2—the need of a standardized method of determining the ignition temperatures of inflammable metals and alloys. The exact date of the discovery of the fact that magnesium will ignite and burn is unknown. It is likely that H. Davey encountered this property of the metal during its preparation in 1808. The first reference in the literature specifically on ignition of magnesium is by Lenze, Metz, and Rubens.' They investigated the inflammability of certain magnesium alloys. Brown3-' reported that magnesium ribbon will ignite in air at 507 °C by what was called the rising temperature method. Hartman, Nagy, and Brown" reported that magnesium powder ignites from 475" to 560°C depending on particle size. According to Guise, Mars, and Wilson prolonged heating in air at 427°C of common casting magnesium alloy causes it to ignite. Samples of magnesium alloys were placed directly in the flame of a torch by Carapella and Shaw.' These investigators obtained some evidence of melting prior to ignition. For commercial magnesium, they reported an ignition temperature of 650°C. Their values varied from 450" to 800°C for magnesium alloys. Willmore and Peterson" studied the effect of air velocity, humidity, rate of heating, and foreign metal contact on the ignition temperature of magnesium. They conclude that melting is not a prerequisite for ignition and that the conditions which influence ignition are complex and difficult to analyze. The only quantitative theoretical treatment of the ignition temperatures of magnesium and magnesium

Jan 1, 1952

By R. A. Matuszak

This paper discusses the major portion of the hoist (drag or crowd) system and it shows how static control accomplishes its major aims. In 1959, the first truly static control for Ward-Leonard equipped electric excavators was designed, developed and placed in service. The control system, originally intended only as a more modern electronic type of alternate to the proven rotating amplifier control system has since proven to be much more. When they conceived the original system, the designers had much more in mind than simply replacing the rotating amplifier with one that had no moving parts. The long range plan, which started with the initial system consisting of an SCR (silicon controlled rectifier) preamplifier and magnetic amplifier power amplifier, called for eventually, a control system low in cost and maintenance, relatively simple in design and extremely reliable. The plan also included the elimination of as many of the shortcomings of the rotating system as possible. No small accomplishment, when it is considered that the rotating control system had been, with only minor modifications, the standard of the industry for 20 years. The final step in the original design plan called for the eventual development of an amplifier that could be used as one of the basic building blocks of the future. DEVELOPMENT RESULTS Since the successful unveiling of the first static control system, continuous development has resulted in a slow, but sure progression along the path described by the original plan. The first version of the new control corrected one of the shortcomings of the rotating system by removing the necessity of operator anticipation. This was accomplished by making the system faster in response so that the operator noticed virtually no delay between his movement of the master controller and that of the machine. Thus, after the operator became familiar with the operating characteristics of the machine, he was able to become more relaxed while digging. The natural result of this accomplishment was higher production. All of the subsequent versions of this new control were even faster than the initial design. Although it was not distinguishable by the operator, the further increase in response resulted in large gains in the limiting of transient torque peaks applied to the machine while digging. Also, a more effective control of the torque and power peaks was obtained when plugging the motion being controlled to a stop. (Plugging is the use of the Ward-Leonard ability to regenerate power and absorb energy from the load to

Jan 1, 1964

By William Kent

William Kent, Pi.~t~bIJrQh, Pa.: The steel rnanufac.tnret of this country nlust ever he grateful to Dr. Dudley for his painstaking and conscientious endeavor to estaldish the relation between the chemical analysis and the wearing capcity of steel rails. They tnust thank him for the vast array of $acts he presents, and for having given them sixty-four analyses with which to combat his own conclusions and to establish their own, which are entirely opposite to his. In Dr. Duclley" discussion of his former investigation, at the Pittsburgh meeting, he said, "If you do not like my conclusions, draw your own conclusions." I have studied his last paper as thoroughly as the limited time since I received it would adruit, and have drawn some concluvions which I will first state, and then attempt to demonstrate. Briefly stated, my conclusions are: lst, That as far as these 64 analyses reveal anything of service to railmakers and cotsumera, it is that within the following chemical and physical limits, viz., Carbon,..0.20 to 0.60 Pisovphorue ,..0.026 to 0.146 Silicon,.. 0015 to 0.480 BInnganese.......0.262 to 0 880 Phosl~horus un~ts,..20.3 to 6.72 Bending weight,. 2270 lbs. to 4260 Ibs. Drfl~ctinn,.. 13O to 190° or in other words within the limits of rienrly the whole range of the chenlical and bending testa of these 6-2 mils: the wearing capacity bears no relation at all to mrbon, to phosphorus, to silicon, to mnnganese, to phosphorus units, to bending weight or to deflection or if there is any relation between the wearing capacity and thest! six or sr!ven variables, it is so obscured by the action of other cause or variat~les not yet known, that such relation cannot be expressed by any practical formula. 2d. That the difference in wearing capacity of these 64 rails was not due to unrbon, to phosphorus, to silicou, to manganese, or to anj combinntion of these four elements, but that it was due to some other cause or cornbination of causes, of which Dr. Dudley's whole iuvestigtion furnishes 11s no clue whatever. A few of the nlarry possible causes I lnay name : sulphur, copper, oxide of iron inclossl air or other gases, orerblowing, underblowing, oyrhaiting, undcrIreatinp, too hot-finishing, too cold-finishing, cold-straightening, toc great or too litkle rductiun hlu the rail to the ingot, or the portion

Jan 1, 1881

By Torgrim Eftestoel, Leif Olsen, Ove Sandberg

IN the vertical contact Soederberg electrode for aluminum furnaces more or less serious cracks are sometimes formed in the electrode, with harmful effect on furnace operation. The problem of crack formation has been studied on a laboratory scale to obtain a better understanding of this phenomenon. The primary cause of crack formation is the shrinkage of the electrode carbon, which is opposed by the normal thermal expansion of the steel contact studs. The forces thus set up are active in the temperature interval from which the electrode obtains a rigid structure (450" to 500°C) to furnace operational temperature (950°C). A visualization of our reasoning is given in Fig. 1, which shows the different behavior of mild steel and electrode carbon during baking. Research work performed to determine relationships between crack formation and shrinkage will be described. A brief description of the method developed for measurement of shrinkage will be given, as well as a critical analysis of this method. Also, raw material quality and paste composition variables will be related to shrinkage phenomena. Laboratory Test of Crack. Formation To test the tendency toward crack formations of Soederberg electrodes from different pastes, experiments were performed to simulate conditions of actual commercial electrodes, and are described as follows. A cylindrical test electrode is prepared by tamping the electrode paste to be examined in a sheet iron casing, 350 mm diam by 700 mm height. The casing is perforated, with the holes (2 mm diam) 50 mm apart, to facilitate the escape of volatile matter during baking. A cylindrical steel stud of actual service size, 100 mm diam, is welded eccentrically to the bottom steel plate, and protrudes up through the paste. During baking, a crack may thus occur in the weaker part of the test electrode. The electrode is baked by lowering the assembly slowly into an electric furnace, the temperature of which is kept constant at 900°C. After baking of the electrode, the sheet iron casing is removed and the electrode inspected for cracks. The pictures in Fig. 2 are of three different pastes baked according to the present method. Electrode 1 has a large crack; electrode 2, a somewhat smaller one; and electrode 3, only a minor crack. As will be seen from the simplified sieve analysis diagram of Fig. 2, the compositions of the pastes in question are very different. This subject will be discussed later in greater detail. Crack Formation and Shrinkage Relationships It is well known that shrinkage occurs in coke in the higher temperature ranges of coal

Jan 1, 1958

By Harry H. Power

While the attention of all engineering branches is focused today on changes and improvements in the several curricula, we are concerned here with the many questions arising in industry and college concerning the preparation for the petroleum engineering profession. The succession of problems confronting the petroleum engineer demands a degree of versatility not ordinarily encountered in other professions. As a consequence, the student cannot acquire mastery of all the several engineering branches represented in field practice, and as an alternative, he has learned to appreciate the value of thorough training in the basic or fundamental sciences as a Preliminary foundation for professional work. While our attention is directed primarily to the training of engineers in educational institutions, it is necessary that the ultimate education of the professional engineer be kept in mind. It is apparent that his success as an engineer is limited not only by his educational and job experience, but by his native endowments: mentality, Personality and health. The engineer's lack of job experiences often proves as much a handicap as the lack of adequate college training. If the final product proves to be satisfactory, both industry and technical institutions are to be congratulated. However, if the Product is found wanting, the one most responsible should For the most part, students of engineering colleges have had their interests in applied science awakened at a relatively early age. Manyof them entered college as a convenient means of acquiring a technical education, but undoubtedly would have had better prospects in a shorter program offered by institutions of non-college grade. The activating motive of practical interest is also strong in students suitable for college training, but in many cases an intellectual interest must be awakened in order that it may survive graduation. Numerous engineers believe that this progressive process of selection and determination of career aims is one of the essential services rendered by the engineering colleges. Industrialists, who are more inter. ested in quality than quantity of petroleum engineering graduates, have pointed out the good that should result if more emphasis were given to the work of eliminating the misfits. They also point out the protective measures that have been taken by other professions for the betterment of professional standards. Mention has been ,de of the beneficial results to be obtdned by collective determination of the market for the products of engineering schools, particularly in that the students unsuited to the profession would have an opportunity to prepare themselves for employment more suited to their personalities and other qualifications. In the event that such a system of coordinated personnel direction is developed by the

Jan 1, 1941

By J. E. Norton

Production statistics show that during the period of emergence from the depression the coal industry was becoming increasingly cognizant of the economic and competitive necessity for mechanizing. About 1935 many of its leaders were becoming aware also of the alarming scarcity of men properly trained to cope with the new problems of mechanization. In order to get a factual statement of this problem, a special AIME Coal Division Committee was requested to survey the condition. Its investigation disclosed that graduates of mining schools going into coal mining numbered 16 in 1937 and 15 in 1938. With this as a background, Pittsburgh Coal Co. foresaw that a comprehensive program was necessary if it was to enlist the services of trained technical men, who were an indispensable part of a mechanization program. The purpose of this paper is to review the program set up, to comment on the successes and failures and to outline the future course of action. Summer Work An inescapable conclusion from the mechanization statistics was that the opportunities in coal mining were good. Not only was there a void in technical skill to fill from past years, but the accelerating rate of mechanization indicated an increasing demand for technically trained men for the future. The remedy lay primarily in presenting facts con cerning the coal industry to the undergraduate engineers before they made their professional occupational choice. Based on this idea, one of the key points in the program was summer vacation work for the undergraduate, which, through the inducement of summer earnings, brought men into the mines to take a look at the prospects. This was more successful than statistics indicate because the war scrambled badly the orderly working of the program, but it could not obscure the value of a summer work program. A decided advantage was that it gave the company a preview of the graduate. An observation on this part of the program is that it is extremely hard to gauge lower classmen, and we found it wise to give them the benefit of the doubt, as the last two years in college bring about surprisingly rapid development in some men. We could readily single out the men at the opposite ends of the scale of competence. Comprehensive Training Program Having adopted summer work as a means of interesting undergraduates, the Location Weeks Introduction............................... I Underground mining operations............... 27 Coal preparation............................ 24 Inspection—safety, mech., prep............... 31 Mine engineering and survey................. 16 Industrial relations.......................... 12 Operating staff—costs, time study............. 8 Miscellaneous............................... I Total.................................... 120 problem of attracting graduates was met by establishing a training program that covered approximately 120 weeks and

Jan 1, 1949

By Walter Miller

AFter a year's continued impact of war, the task of the petroleum-refining industry stands out clearly and looms up in larger aspect. This time it is not, as it was so largely in the first World War, simply a matter of increased quantity—more and more of the same petroleum products that had substantially been standard for years. In this era the emphasis is largely on newer and improved materials which had been produced, if at all, in comparatively insignificant quantities, and for which manufacturing equipment was not available on a large scale. At the beginning of 1942 four great product needs (besides a number of lesser ones) confronted the industry: 100-octane aviation gasoline, toluene for T.N.T. production, high-quality lubricating oils for aviation and Army equipment service, and petroleum chemicals for synthetic rubber manufacture. The difficulty in presenting a review of engineering progress in petroleum refining during 1942 is that there is so little one is free to say about so much which has been and is being accomplished. At the opening of 1942 the program was to increase the then existing capacity of 50,000 bbl. a day of aviation gasoline to over 150,000 bbl. daily by building new plants at an estimated installation cost of $150,000,000. Later in the year. after the announcement by President Roosevelt of a large increase in the program for war-plane building, additional contracts were made between the Reconstruction Finance Corporation and rehers to raise the capacity to 250,000 bbl. per day. The greatly increased scope of the war activities in all parts of the world, the obligation of the United States as the arsenal of the United Nations, and the greater importance and use of bomber, transport, and cargo planes will undoubtedly bring about plans and installations for a further increase in production of aviation gasoline over the present announced plan. In this connection, Jesse Jones, Reconstruction Finance Corporation Chairman, announced that as of Oct. 31 the R.F.C. had through its subsidiary Defense Plant Corporation entered into contracts for the construction, expansion, or equipping of 28 plants to increase 100-octane aviation gasoline production, but gave no data on 'capacity involved or completion dates. His list did not, of course, include a number of existing plants, and some installations being made by companies who are themselves financing the construction. Production from existing operating installations was materially increased in a number of instances as a result of pooling knowledge of improvements in operation and also by the exchange of Components going into 100-octane blend to enable greater quantities of aviation gasoline to be produced from the over-

Jan 1, 1943

By H. W. Straley

Some ten years ago the writer1 made a survey of college catalogues to determine what sort of training geologists were receiving in basic sciences. In the light of this compilation and subsequent experience, he made the statement at the 1939 meeting of the Institute that apparently only in schools offering a curriculum in geological engineering or in the geological option of mining engineering curricula could geologists hope to receive the training advocated by Hubbeet.2 In the former study, schools of engineering were excluded because the preparation was known beforehand. The present study aims to consider engineering schools in an effort to determine not only what basic studies are required but what use is made of them in geological courses of the third and fourth years. The present study combined the method of consulting catalogues with a questionnaire. Letters were mailed to officials responsible for supervision of mineral industries curricula requesting information On' (I) the extent to which the engineering preparation of the first two years is actually used in the work of the last two; (2) the extent to which the engineering of the last two years is used in courses in geological engineering or geology; and (3) whether geologists or geological engineers teach descriptively or analytically. Both methods of securing information are open to criticism; the former on the basis of the incomplete information supplied by university catalogues concerning prerequisites and curricula and the latter on the ground that the questions may be phrased poorly or given insufficient consideration by replying officials. Fifty-six questionnaires were mailed and 39 (70 per cent) replies were received. Of the replies, 6 (11.3 per cent) were from colleges of liberal arts unconnected with engineering schools, 11 (20 per cent) were from schools having curricula in geological engineering and 22 (39 per cent) were from departments of mining engineering. The number of replies and their distribution were satisfactory in spite of the receipt of only six from liberal arts colleges. It should be understood that the universities of which the catalogues were examined were not necessarily the same in both compilations. No departments that are admittedly or known to be acting solely as service departments were recorded in the second study. Table I shows that all professional schools require mathematics through calculus, whereas only 7 per cent of the liberal arts curricula expect the same level of preparation; only 73 per cent require trigonometry and 40 per cent college "algebra. The proportion of geological engineering curricula requiring differential equations is higher than mining. All of the engineering schools require general and analytical chemistry, whereas only 77 per cent of liberal arts curricula require general and 18 per cent analytical. Twenty-two per cent of the mining and 40 per cent of the geological engineering

Jan 1, 1946

By A. G. McGregor

In the Southwest a number of large steel chimneys discharge the gases from the copper smelting furnaces. Some of these chimneys show no deterioration after twenty years, others show serious deterioration after tour years service. A steel stack 20 ft. 7 1/2 in. (6.3 m.) in diameter by 279 ft. (85 m.) high, Fig. 1, used for roaster gases only at the Calumet & Arizona Mining CO.'s plant at Douglas, Ariz., was lined to the top of the bell, 40 ft. (12 m.) from the base, with common brick placed on end, lime and cement mortar being used. Above the bell, the stack was lined with 4 by 4 by 8 in. (10 by 10 by 20 cm.) building tile, placed on end, making a lining 4 in. thick. The tiles were supported on angle-iron rings, riveted to the inside of the chimney shell about 15 ft. apart. The chimney was put into use in the latter part of 1913. Four years later, considerable of the tile lining had fallen out of place and mixed with the flue dust at the bottom of the chimney. About a year later, several flattened and distorted sheets were noticed about 70 ft. below the top. An investigation showed that the thickness of these distorted sheets, which was originally 1/4in., had been reduced one half. One year later, or six years after the chimney went into use, several holes, a square foot and smaller in area, appeared near the flat spots mentioned. Soon afterwards, when the chimney was shut down for repairs, it was found that most of the tile lining for 125 ft, from the top had fallen out and that the steel shell was badly corroded; but where the lining remained in place the shell was undamaged. Many of the tile which had fallen out of place had become soft or flaky and crumbling, others were as hard as when placed. An analysis of the hard and soft tile is shown on p. 2. These tile were of a fireclay mixture, and were used instead of common brick on account of lower cost. The steel forming the upper 125 ft. (38 m.) was replaced, and a 4 1/4-in. (11-cm.) lining of firebrick was laid from the bell to the top of the chimney. The brick were placed on end, wedges and keys being used. After each 8-in. course was set, keyed, and wedged tight, thin mortar —water, sodium silicate, and finely ground silica—was worked into the joints. The brick are supported on angle-iron rings, every 15 ft., in the same way as the tile.

Jan 1, 1921

By Walter Miller

AFter a year's continued impact of war, the task of the petroleum-refining industry stands out clearly and looms up in larger aspect. This time it is not, as it was so largely in the first World War, simply a matter of increased quantity—more and more of the same petroleum products that had substantially been standard for years. In this era the emphasis is largely on newer and improved materials which had been produced, if at all, in comparatively insignificant quantities, and for which manufacturing equipment was not available on a large scale. At the beginning of 1942 four great product needs (besides a number of lesser ones) confronted the industry: 100-octane aviation gasoline, toluene for T.N.T. production, high-quality lubricating oils for aviation and Army equipment service, and petroleum chemicals for synthetic rubber manufacture. The difficulty in presenting a review of engineering progress in petroleum refining during 1942 is that there is so little one is free to say about so much which has been and is being accomplished. At the opening of 1942 the program was to increase the then existing capacity of 50,000 bbl. a day of aviation gasoline to over 150,000 bbl. daily by building new plants at an estimated installation cost of $150,000,000. Later in the year. after the announcement by President Roosevelt of a large increase in the program for war-plane building, additional contracts were made between the Reconstruction Finance Corporation and rehers to raise the capacity to 250,000 bbl. per day. The greatly increased scope of the war activities in all parts of the world, the obligation of the United States as the arsenal of the United Nations, and the greater importance and use of bomber, transport, and cargo planes will undoubtedly bring about plans and installations for a further increase in production of aviation gasoline over the present announced plan. In this connection, Jesse Jones, Reconstruction Finance Corporation Chairman, announced that as of Oct. 31 the R.F.C. had through its subsidiary Defense Plant Corporation entered into contracts for the construction, expansion, or equipping of 28 plants to increase 100-octane aviation gasoline production, but gave no data on 'capacity involved or completion dates. His list did not, of course, include a number of existing plants, and some installations being made by companies who are themselves financing the construction. Production from existing operating installations was materially increased in a number of instances as a result of pooling knowledge of improvements in operation and also by the exchange of Components going into 100-octane blend to enable greater quantities of aviation gasoline to be produced from the over-

Jan 1, 1943

By H. W. III Straley

SOME ten years ago the writer1 made a survey of college catalogues to determine what sort of training geologists were receiving in basic sciences. In the light of this compilation and subsequent experience, he made the statement at the 1939 meeting of the Institute that apparently only in schools offering a curriculum in geological engineering or in the geological option of mining engineering curricula could geologists hope to receive the training advocated by Hubbert.2 In the former study, schools of engineering were excluded because the preparation was known beforehand. The present study aims to consider engineering schools in an effort to determine not only what basic studies are required but what use is made of them in geological courses of the third and fourth years. The present study combined the method of consulting catalogues with a questionnaire. Letters were mailed to officials responsible for supervision of mineral industries curricula requesting information on: (I) the extent to which the engineering preparation of the first two years is actually used in the work of the last two; (2) the extent to which the engineering of the last two years is used in courses in geological engineering or geology; and (3) whether geologists or geological engineers teach descriptively or analytically. Both methods of securing information are open to criticism; the former on the basis of the incomplete information supplied by university catalogues concerning prerequisites and curricula and the latter on the ground that the questions may be phrased poorly or given insufficient consideration by replying officials. Fifty-six questionnaires were mailed and 39 (70 per cent) replies were received. Of the replies, 6 (11.3 per cent) were from colleges of liberal arts unconnected with engineering schools, 11 (20 per cent) were from schools having curricula in geological engineering and 22 (39 per cent) were from departments of mining engineering. The number of replies and their distribution were satisfactory in spite of the receipt of only six from liberal arts colleges. It should be understood that the universities of which the catalogues were examined were not necessarily the same in both compilations. No departments that are admittedly or known to be acting solely as service departments were recorded in the second study. Table I shows that all professional schools require mathematics through calculus, whereas only 7 per cent of the liberal arts curricula expect the same level of preparation; only 73 per cent require trigonometry and 40 per cent college algebra. The proportion of geological engineering curricula requiring differential equations is higher than mining. All of the engineering schools require general and analytical chemistry, whereas only 77 per cent of liberal arts curricula require general and 18 per cent analytical. Twenty-two per cent of the mining and 40 per cent of the geological engineering

Jan 1, 1941

By H. W. Straley

Some ten years ago the writer1 made a survey of college catalogues to determine what sort of training geologists were receiving in basic sciences. In the light of this compilation and subsequent experience, he made the statement at the 1939 meeting of the Institute that apparently only in schools offering a curriculum in geological engineering or in the geological option of mining engineering curricula could geologists hope to receive the training advocated by Hubbeet.2 In the former study, schools of engineering were excluded because the preparation was known beforehand. The present study aims to consider engineering schools in an effort to determine not only what basic studies are required but what use is made of them in geological courses of the third and fourth years. The present study combined the method of consulting catalogues with a questionnaire. Letters were mailed to officials responsible for supervision of mineral industries curricula requesting information On' (I) the extent to which the engineering preparation of the first two years is actually used in the work of the last two; (2) the extent to which the engineering of the last two years is used in courses in geological engineering or geology; and (3) whether geologists or geological engineers teach descriptively or analytically. Both methods of securing information are open to criticism; the former on the basis of the incomplete information supplied by university catalogues concerning prerequisites and curricula and the latter on the ground that the questions may be phrased poorly or given insufficient consideration by replying officials. Fifty-six questionnaires were mailed and 39 (70 per cent) replies were received. Of the replies, 6 (11.3 per cent) were from colleges of liberal arts unconnected with engineering schools, 11 (20 per cent) were from schools having curricula in geological engineering and 22 (39 per cent) were from departments of mining engineering. The number of replies and their distribution were satisfactory in spite of the receipt of only six from liberal arts colleges. It should be understood that the universities of which the catalogues were examined were not necessarily the same in both compilations. No departments that are admittedly or known to be acting solely as service departments were recorded in the second study. Table I shows that all professional schools require mathematics through calculus, whereas only 7 per cent of the liberal arts curricula expect the same level of preparation; only 73 per cent require trigonometry and 40 per cent college "algebra. The proportion of geological engineering curricula requiring differential equations is higher than mining. All of the engineering schools require general and analytical chemistry, whereas only 77 per cent of liberal arts curricula require general and 18 per cent analytical. Twenty-two per cent of the mining and 40 per cent of the geological engineering

Jan 1, 1946

By Christopher H. Bierbaum

The first significant fact observed in the study of bearing metals is that not a single pure homogeneous metal has given satisfactory service; all bearing metals are alloys made up of two or more phases; that is, they consist of hard and of relatively soft microscopic particles intimately mixed. The function of the hard particles, or bearing crystals, is to support the load and resist the wear when actual metallic contact exists between the bearing surfaces. The functions of the softer particles are to allow the harder particles to adjust themselves to the surface requireinents of the journal and to wear down slightly below the surface of the harder, forming slight depressions on the apparently smooth wearing surface of the bearing, in which some of the lubricant is held when the bearing surfaces are brought into contact with each other. It is this characteristic of certain alloys to form these slight depressions, and thus provide the means for retaining a lubricant, that characterizes them as true bearing metals; in fact, a bearing metal has been defined as "an alloy that is capable of retaining a lubricant upon a bearing surface."' The extent to which the lubricant can be so held determines the most valuable characteristic of an alloy as a bearing metal. An alloy which, perhaps, most characteristically represents a bearing metal is the composition of copper and tin that contains sufficient tin to produce the tin-copper eutectoid, or delta crystal. The depressions worn upon the surfaces of the softer crystals of the teeth of a motor-truck worm wheel, made of an ll-per cent. tin bronze, in many cases were from 5 to 6 microns in depth; all other conditions remaining constant, this depth of wear increases with an increase of working pressure. This copper-tin bronze contains intercrystalline shrinkage cavities, which also

Jan 1, 1923