Search Documents

By B. M. Larsen, L. S. Darken

SOME years ago we collated all laboratory data then available to us on the distribution at equilibrium of manganese and of sulphur between metal and simple slags, and used the results in setting up an equation, which proved to be in accord with determinations of the distribution ratio of manganese and of sulphur between liquid steel and open-hearth slag, over a wide range of operating conditions. We now present an outline of our calculations and inferences on these two closely related questions, which are of especial importance because of the advisability of conserving manganese wherever possible. In general, our results show that in the open-hearth furnace equilibrium between metal and slag, with respect to both manganese and sulphur, is substantially attained during the finishing period of the heat, or in about a half hour to an hour after any additions were made. This implies that the end result will be identical whether manganese is added as alloy or metal to the liquid steel or as oxide to the slag. The proportion of total manganese retained by the steel is favored: (I) by use of the minimum amount of lime, consistent with other operating limitations, required to give a lime-silica ratio of about 2.4, which usually corresponds to a minimum practical slag volume; (2) by a high concentration in the slag of MnO relative to FeO; (3) by high operating temperature. Absorption of sulphur by the slag from the liquid metal is favored: (I) by large slag volume; (2 by a high concentration of active (or "free") lime and of manganese oxide dis) solved in the slag; (3) by low concentration of silica, iron oxide, and phosphate dissolved in the slag. DISTRIBUTION OF MANGANESE BETWEEN SLAG AND METAL AT EQUILIBRIUM On the basis that the distribution of manganese between liquid steel and slag is controlled by the reaction [FeO + Mn = MnO + Fe [A]slag metal slag metal] the distribution at equilibrium, at a given temperature, is expressed by the equilibrium constant for this reaction, which is defined as [K" aMoO aFeI1 dFec) aMn] where a is the activity of the molecular species denoted by the subscript. The activity of each of the several components, although it is not known precisely, is approximately equal to the concentration of each component expressed as its mol fraction; that is, as the ratio of the number of mols of the given component to the total number of mols of all the molecular species present in the metal or slag, as the case may be. Moreover, since the activity, or concentration, of iron in the liquid metal is in fact substantially constant, the term [afe] may be combined with K" to give a new constant K'. Making these changes,

Jan 1, 1942

By Harold Vance

EMPLOYERS of engineers have not always been satisfied with the training that young graduates have received in the conventional four-year course. Specifically, employers of petroleum engineers for a number of years have believed that a four-year course does not allow sufficient time for the student to secure a fundamental engineering background plus the fundamentals of petroleum engineering. A group of California employers went so far as to set up a type of curriculum for a petroleum-engineering course, which was based on four years of undergraduate work and one year of graduate work, with most of the petroleum-engineering courses included in the graduate year.

Jan 1, 1944

All the TECHNICAL PUBLICATIONS and CONTRIBUTIONS published in 1940 are available at Institute headquarters, unless otherwise noted. They are also on file in many public, university and technical libraries and, when so indicated in the list, may be found in the TRANSACTIONS. TECHNICAL PUBLICATIONS in Classes A-Metal Mining, B-Milling and Concen-tration, H-Industrial Minerals, and I-Mining Geology are distributed in MINING TECHNOLOGY, which is issued every other month. Technical Publications in Classes C-Iron and Steel Division, D-Nonferrous Metallurgy and E-Institute of Metals Division are distributed in METALS TECHNOLOGY, which is issued twice quarterly. TECHNICAL PUBLICATIONS in Class G-Petroleum Division are distributed in PETRO-LEUM TECHNOLOGY, which was issued quarterly in 1940 but will be issued every other month in 1941. TECHNICAL PUBLICATIONS in Classes F-Coal Division, J-Mineral Industry Education Division, K-Mining Administration, and L-Geophysical Methods of Exploration are issued as separate pamphlets. An Institute member is entitled to one copy of any TECHNICAL PUBLICATION or CONTRIBUTION. Copies of TECHNICAL PUBLICATIONS listed have been mailed to members of the Institute accord-ing to their registration by classes. CONTRIBUTIONS and other TECHNICAL PUBLICA-TIONS will be sent upon request. A member may purchase an additional copy of a TECHNICAL PUBLICATION or a CONTRIBUTION at one cent a page; minimum charge, 25¢. Nonmembers may purchase any CONTRIBUTION or a TECHNICAL PUBLICATION of the F, J, K, or L classes at the same rate, but the nonmember price per copy for METALS TECHNOLOGY, MINING TECHNOLOGY or PETROLEUM TECHNOLOGY is $1.25 domestic, $1.35 foreign countries. TECHNICAL PUBLICATIONS (separate pamphlet form), $2 per annum domestic, $2.50 foreign. METALS TECHNOLOGY, $7 per annum domestic, $7.80 foreign (Iron and Steel Division and Institute of Metals Division ferrous and nonferrous papers). MINING TECHNOLOGY, $6 per annum domestic, $6.60 foreign (metal mining, milling and concentration, Industrial Minerals Divi-sion, and mining geology papers.) PETROLEUM TECHNOLOGY, $6 per annum domestic, $6.60 foreign. Bound volumes have been mailed to members that have requested them, and MINING and METALLURGY is mailed each month. A member is entitled to one volume a year on his membership and he may purchase for $2.50 one copy of a volume not already received; additional copies of the same volume, $5. Nonmembers may pur-chase the volumes listed, at $5 each, plus 60 cents for Canadian or foreign postage. Extra single copies of MINING AND METALLURGY, 25¢ current issue, back numbers 50¢ each to members; to nonmembers 506 current issue and $1 each, back issues. Subscription price to nonmembers and to members for extra copies, $3 per annum domestic, $4.00 foreign.

Jan 1, 1940

By J. N. Roberts, K. V. Gow

In a recent review of the field of plastic deforrnation of metal single crystals, Maddin and chenl indicated the need for systematic investigations of the crystallography of the slip process with special attention to: a) The effect of the orientation of a crystal on the appearance of slip lines, b) The effect of high temperatures on the slip systems of aluminum, c) The effect of strain rate on the crystallography of slip. The present paper deals with the effect of temperature and strain rate on the mechanism of deformation of aluminum single crystals similarly oriented for single and duplex slip. The work of several investigators has shown that in aluminum at high temperatures other slip systems in addition to the predicted {I l l) <101> may operate. The most generally reported additional systems

Jan 1, 1959

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 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

The primary purpose of the Institute is to advance those sciences embraced by it through interchange of knowledge This can best be done by the presentation and discussion of technical papers by its mem¬bers Short practical papers are especially welcome In any case the author should satisfy himself that his material is of a quality that will be a credit to him and to the Institute The preparation of a good paper frequently leads to a reorientation of the author&apos;s thoughts, which is extremely valuable, and pertinent dis¬cussion thereof contributes in no small way to the professional standing of the author Members are urged to submit papers presenting the results of their work Attention to the following suggestions will greatly further the prompt and efficient handling of manuscripts 1 Subjects: The subject must be within the field of the Institute Original work, the results of field, plant, laboratory or theoretical investigations, new views on old but important problems and occasion¬ally reviews of timely and important subjects of wide interest to our members may constitute the basis of a paper The mere fact that the work is original does not necessarily justify publication it must be of a substantial nature, of value to a reasonable number of our members and worthy of permanent record It is rarely desirable to subdivide the results of a single research for publication in a variety of journals Pre¬vious publication is a bar to acceptance 2 Construction : Papers should be clearly and concisely written in good English Care in this regard insures wider reading and the saving in space permits the Institute to publish more papers The terminology and units employed should be those current in the particular field An examination of Institute publications will afford useful guidance in such

Jan 1, 1937

By D. L. Harris

Chemical upgrading testwork on Stillwater chomite concentrate shows that reduction roasting and leaching (sulfuric acid and/or ferric sulfate) can provide upgraded feed to ferrochromium furnaces for making upgraded ferrochromium. Two-stage reduction smelting in electric arc furnaces can make upgraded ferrochromium also. Sulfating roasts and leaching (acid and/or water) results using gaseous SO2—SO3 or solid ammonium sulfate were not satisfactory for upgrading chromite. Chemical upgrading of domestic Stillwater (Montana) chromite has been considered at various times1&apos;2&apos; to provide a material with higher chromium to iron ratio, more like foreign high grade ore, for the production of standard grade ferrochromium. Physical bene-ficiation of Stillwater chromite ore can provide a ratio, Cr/Fe, no higher than the ratio in the chromite mineral, which is approximately 1.7. For comparison the analyses of a foreign metallurgical grade chromite ore, a high grade electrostatic process Stillwater concentrate and a stockpile concentrate from the Stillwater ore are noted in Table I. Single stage smelting of the high grade foreign ore with a ratio, Cr/Fe, of 3.37 can provide a ferrochromium of over 65 pct chromium content. Similar smelting of the Stillwater concentrate with a ratio of 1.7 can provide a ferrochromium of 50 to 55 pct chromium content.&apos; It has been demonstrated on a pilot plant scale that chemically upgraded Stillwater chromite having a ratio, Cr/Fe, of 3.0 also can be smelted to provide a ferrochromium containing over 65 pct chromium.5 Two major considerations for an upgrading process are the ratio, Cr/Fe, in the product and the chromium recovery. A minimum ratio, Cr/Fe, of 3.0 is required in the product but for economic reasons a higher ratio is desirable for blending purposes as long as the recovery is satisfactory. Data from different kinds of chemical upgrading testwork are presented in this report. Some of the testwork was conducted to make a product which was not intended to be feed for ferrochrome smelting, but the data are considered pertinent to chemical upgrading. Results reported by others are noted also for comparison. WORK REPORTED BY OTHERS The U. S. Bureau of Mines has contributed much to the literature on chemical upgrading of chromite and a summary is given in Table 11. Reduction roasting and acid leaching were reported by Boericke and Bangert,1 by Lloyd and Gorst, et a1,2 and by Boericke3 to demonstrate very good success on a laboratory scale and only fair success in pilot plant tests for Stillwater (Benbow) concentrates. This work included basic studies on thermodynamic properties to explain the reduction and leaching results. Canadian workers, Downes and Morgan,9 have reported experimental success in upgrading a low grade Bird River chromite, similar to Stillwater material by the same process. Russian workers1&apos; have noted results on reduction tests of high grade chromite which may apply to low grade ores and which help in understanding the reduction process. The use of flux additives in the reduction process was an innovation of their work. The Canadian workers9 also reported other kinds of experiments, including autoclave leaching of the chromite in a limited amount of sulfuric acid. An insoluble basic chromium sulfate was formed and separated from soluble iron, magnesium, and aluminum sulfates to provide an upgraded material. U.S. Bureau of Mines workers, Lloyd, Rosenbzum, Home and Davis,&apos; reported on autoclave leaching of Benbow concentrates as a means of obtaining chromium alum for electrolysis. This last work required selective crystallization of alum to separate iron from chromium. Chloridizing roasting of Benbow and Mouat concentrates has been reported by Hunter and Banning6 and others8 to show that the iron chloride could be volatilized from the chromite to provide upgraded residues.

Jan 1, 1964

By Richard W. Lodge

Ix the crucible-method of assaying ores for silver a certain amount of litharge is essential to supply sufficient lead to collect the precious metals. The object of this paper is to point out that the use of a .large excess of litharge in the assay of some ores will give results for silver that are uneven as well as low. So far as I know, however, an excess of litharge does not affect the results obtained in the crucible-assay of ores for gold. The main reasons for using, in the crucible-assay, much more litharge than is required to give the necessary lead button are : 1, its action as a flux; 2, its action as a desulphurizer; and 3, its action as an oxidizer, especially on metals like copper and nickel, whereby they are forced into the slag as oxides and thus prevented from passing into the lead button. Hence, by the use of much litharge in the crucible-assay more-ore can often be taken than in the scorification-process, and a lead button obtained which can possibly be cupelled at once or after a single scorification. The method is specially advantageous with an ore carrying much copper or similar impurity and poor in silver, when the assayer does not wish to resort to a wet-analysis for the determination of the silver. It is well known that some ores give better results when assayed by the scorification-method, while others give better results by the crucible-method. For several years I have noticed that, when much litharge was used with certain sulphide and arsenical ores, the results were considerably lower than when the scorification-method was used. This fact was more forcibly brought out in connection with certain work carried on this year by Messrs. H. A. Frame and

Sep 1, 1907

By Thomas Fraser, Alvaro Abreu

The work described in this paper was carried out under the sponsorship of the Foreign Economics Administration and in cooperation with the Departamento Nacional da Produggo Mineral, Rio de Janeiro. The project was undertaken to obtain complete data on the variations in washability of coal to be used for coke manufacture in the steel industry and to determine the economy of preliminary hand-sorting operations. The coal-producing industry of Brazil is in that pioneering stage in which operating practices and methods are just being developed. Increased wartime demand for fuel, coincident with a drastic curtailment of foreign supplies due to lack of shipping facilities, has put a tremendous pressure on the national industry to furnish more coal. Under this incentive, production facilities are being -expanded- and new methods of operation are being tested. Such changes are being developed both by improvement of existing methods that originated in the field and by adaptation and modification of methods introduced from the United States and Europe. These mining conditions and mining practices in Brazil are typical of what the American mining engineer will find in many instances when he goes pioneering into the developing coal fields of the Southern Hemisphere. The producing coal fields of Brazil are all in the southern states of that country. The coal measures are in a band roughly paralleling the coast and extending in a generally southwesterly direction from northern Sao Paulo through the states of Paraná, Santa Catarina and Rio Grande do Sul to near the Uruguayan border in the vicinity of Bajé. The accompanying map1 (Fig. I) shows the general location of these fields and also the principal routes of movement of both national and imported coal in a late pre-war year (1940). Statistical data on production by states up to that year are given in Table I. Rio Grande do Sul is still the largest producer among the coal states; but wartime

Jan 1, 1947

By Alvaro Abreu, Thomas Fraser

The work described in this paper was carried out under the sponsorship of the Foreign Economics Administration and in cooperation with the Departamento Nacional da Produggo Mineral, Rio de Janeiro. The project was undertaken to obtain complete data on the variations in washability of coal to be used for coke manufacture in the steel industry and to determine the economy of preliminary hand-sorting operations. The coal-producing industry of Brazil is in that pioneering stage in which operating practices and methods are just being developed. Increased wartime demand for fuel, coincident with a drastic curtailment of foreign supplies due to lack of shipping facilities, has put a tremendous pressure on the national industry to furnish more coal. Under this incentive, production facilities are being -expanded- and new methods of operation are being tested. Such changes are being developed both by improvement of existing methods that originated in the field and by adaptation and modification of methods introduced from the United States and Europe. These mining conditions and mining practices in Brazil are typical of what the American mining engineer will find in many instances when he goes pioneering into the developing coal fields of the Southern Hemisphere. The producing coal fields of Brazil are all in the southern states of that country. The coal measures are in a band roughly paralleling the coast and extending in a generally southwesterly direction from northern Sao Paulo through the states of Paraná, Santa Catarina and Rio Grande do Sul to near the Uruguayan border in the vicinity of Bajé. The accompanying map1 (Fig. I) shows the general location of these fields and also the principal routes of movement of both national and imported coal in a late pre-war year (1940). Statistical data on production by states up to that year are given in Table I. Rio Grande do Sul is still the largest producer among the coal states; but wartime

Jan 1, 1947

THE preceding chapter has recorded the initiation of mineral industry education during the period 1890-1910 in numerous institutions that had not previously offered it. It should also be emphasized that in many institutions where instruction had begun before 1890, as recorded in earlier chapters, but had not yet become firmly established, this period was one of marked growth and development. This was not universally true, however, for at the Universities of Pennsylvania, Michigan, Illinois, Wisconsin, Washington (St. Louis), Iowa, Vanderbilt and Tennessee, and at the Polytechnic College of Pennsylvania, mineral industry instruction was being dropped during this period, instead of gaining in strength. It is necessary to emphasize this, because writers on the subject have not infrequently attempted to make a much too simple correlation between mineral discovery or production and the intensity of student interest in mineral industry curricula. It would naturally be true that periods of large mineral production would, in general, coincide with cycles of business prosperity, and the latter are conducive to starting new ventures, educational as well as business. It should be equally evident that opportunities for business and professional success might, in such periods, appear to increase at a more rapid rate in industries other than mineral, or in the utilization of minerals rather than in their production. The author has not been able to perceive any simple and clear relation between interest in mineral industry education and mineral discovery, production, and utilization, or general business prosperity. On the contrary, the more the problem is studied the more complex the factors involved in it appear to be. In a later chapter an attempt will be made to analyze them in more detail

Jan 1, 1941

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 S. Whinery

In these times of sharp rivalry, both as to price and quality, among the makers and venders of engineering explosives, it is often desirable to be able to determine the relative energy or value of the various explosives offered for sale, in order to purchase intelligently ; or, having contracted for a large amount of an explosive of a certain standard quality, to be able to ascertain if the manufacturer keeps his product up to the specified standard. The simple and inexpensive apparatus described below was devised by the writer while engaged on the improvement of the Tennessee River, at MuscleShoals, under the direction of&apos; Major W. R. King, U. S. Engineers, in the summer of 1879. It answered the purpose so well that it is thought that a brief account of it may be of interest to other engineers. It consisted, essentially, of an old blacksmith&apos;s anvil and a common striking hammer, such as is used for driving rock-drills. The anvil was placed face downward on solid, level ground. In what was then the top of it, a vertical hole, one and one-fourth inch in diameter and about one arid three-fourths inch deep, was made with a ratchetdrill. The surface of the anvil immediately around the drill-hole was made as true and smooth as possible with a file. Next, a new striking-hammer, weighing nine pounds, with a turned and true face, was selected ; and a handle, eleven feet long and about one and a half inches in diameter, was fitted into it so that it

Jan 1, 1886

By Walter Miller

ALTHOUGH confident of its ability to meet any demands which may be made, the petroleum refining industry is not complacent about the situation and realizes that the quantities of petroleum products to be furnished are so enormous and so far beyond what was previously estimated that the full co-operative effort of the industry must be exerted. Establishment by the President in May of the Office of Petroleum Coordinator for Defense with Secretary of the Interior Ickes at its head, plus the formation of the Petroleum Industry Council for Defense, in November, provide the channels for united endeavor within the industry and the means for gearing that endeavor within the industry and the means for gearing that endeavor in full harmony with the nation?s needs. Great strides have been made and a rapid understanding of the situation and the magnitude of the task is being attained by all concerned.

Jan 1, 1942

By Samuel S. M. Chan

The magnetic susceptibilities of some ores and the major rock formations of the Precambrian Belt Supergroup in the Coeur d&apos;Alene mining district were determined both in the laboratory by the use of the Gouy method and in the field with a Bison susceptibility unit. Trace element analysis of the same group of rock samples was also made using the atomic adsorption technique. Results of this preliminary study indicate that some correlation exists between the magnetic susceptibilities and the various rock formations. This may be useful for regional mapping and mineral exploration.

Jan 1, 1974

Further discussion of the paper of JAMES JOHNSTON, presented at the New York meeting, February,. 1914, and printed in Bulletin No. 85, January, 1914, pp. 107 to 133. See also Bulletin No. 91, July, 1914, pp. 1473 to 1496. THOMAS CROWE,* Victor, Colo.-The interest manifested of late in the treatment of low-grade ores, together with Mr. Clevenger&apos;s discussion of the Mill and Metallurgical Practice of the Nipissing Mining Co., prompts me to acid a few remarks relative to concentration in connection with cyanide treatment of low-grade ores. Mr. Clevenger in this discussion does not condemn concentration in this connection, but, nevertheless, the tone of his remarks would lead one to believe that his conclusions are like those of many others: that concentration is often turned to as a last resort in an attempt to improve or obtain an extraction upon an ore by the recovery and sale of the refractory portion of the ore. This, I will attempt to point out, is not always the case. Concentration in connection with cyanidation often performs an entirely different function, i.e., one of saving fine grinding. Economy being the keynote of successful treatment of low-grade ores, the problem often becomes more commercial than metallurgical, and, as there is generally a definite ratio existing between cost of operation, degree of comminution, and percentage of extraction, the grade of ore under treatment usually imposes a limit upon these factors. With many ores grinding is the most expensive single item in their treatment; therefore, the degree of comminution is very apt to be governed by the allowable cost of operation. With most ores the degree of comminution controls to a great extent the percentage of extraction. So in the treatment of low-grade ore it often becomes necessary to sacrifice extraction, through coarse grinding for the benefit of cost, in order that the greatest ultimate profit may be obtained, and it is under these conditions that it is, possible for concentration to play an important part in overcoming to some extent the effect of mesh. The precious metals occurring in an ore are usually closely associated with the metallic portion of the ore, and as this metallic portion is generally fairly well liberated from the gangue at comparatively coarse meshes, further grinding of the ore is necessary only in order that the metallic portion may be reduced sufficiently fine that the precious metal part of it may be dissolved by cyanide solutions in a reasonable length of time.

Jan 11, 1914

By Walter A. English

CONTENTS PAGE Introduction. By WALTER A. ENGLISH 1 Theory of Seismic Reflection Prospecting. By WILLARD H. TRACY 2 Instruments for Reflection Seismograph Prospecting. By ARTHUR NOMANN 9 Seismograph Field Operations. By FRANK ITTNER 15 Determining Geologic Structure from Seismograph Records. By P. C. KELLY 22 INTRODUCTION BY WALTER A. ENGLISH,* MEMBER A.I.M.E. THE four papers making up this symposum have been prepared espe-cially for those who have no knowledge of seismograph prospecting. To many people mathematics is a formidable subject, and many are discouraged from studying seismograph prospecting under the mistaken assumption that the mathematical requirements are severe. In the papers presented here there is not a single mathematical equation. We believe that considerable competence in dealing with some of the most important problems of this work can be attained without any mathe-matical training whatever. At the present time, there is a real need for interpretation of results by persons thoroughly competent to bring geologic experience and imagination to bear on data that are subject to multiple interpretation from a strictly physical viewpoint. Likewise, those charged with the responsibility of planning seismo-graph exploration campaigns would do well to become familiar with as . much as possible of the technical aspects of the work. They would then be in better position to judge of its success in individual cases. It has often been said that the seismograph is a new structure-finding tool for the geologists to use. Using a tool and using its product are two different things. One does not use an automatic screw-threading machine when he buys a box of screws at the hardware store. Neither does the geologist

Jan 1, 1939

By Anthony William Deller

MAJOR battles in the present war have been fought in American research laboratories. Without the outstanding contributions made by our scientists, engineers, and technologists in mining and metallurgy, many of our achievements in the present war would have been impossible. All recognize the fact that modern research has found the answer to problems which seemed insuperable. For the duration, many of these inventions must be maintained as war secrets. But aside from these, the record of accomplishment in peace and war, especially in the past few decades, known to all, demonstrates what scientific and industrial research can accomplish. It may be regarded as axiomatic that the development of modern industry is based principally upon research devoted to making inventions and discoveries. We have come a long way from the sixteenth century, when Agricola published his classical "De Re Metallica:" With our vastly increased knowledge we are now commercially producing dozens of metals entirely unknown at that time. Further, with our modern methods of research and development, a large number of invaluable alloy compositions have been produced. These include numerous age-hardenable alloys, cupronickels, "Everbrite", "Everdur", "Duralumin", "Elinvar", "Hastelloy", "Inconel", "Invar", "Monel", "Ni-chrome", "Ni-Hard", "Ni-Resist", "Permaloy", "Silcrome", stainless steels and irons and other alloy steels, "Stellite", and zinc die-casting alloys.

Jan 1, 1945