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By Irwin Roman

IN studying the possibilities of a continuously recording magnetometer for use along the surface of the earth and in an airplane, the Federal Bureau of Mines was led to a study of the theoretical resolving power of magnetic observations, both in the variation of the total magnetic intensity and in each of the two components ordinarily measured. Along with this general study, an attempt was made to determine the relative worth of the total intensity anomaly and the vertical anomaly in geophysical prospecting. General considerations led to three conclusions: I. In the northern magnetic hemisphere of the earth, the total intensity anomaly is offset to the south of the vertical anomaly, for a positive anomaly (see Appendix, note I). 2. The resolving power of magnetic observations decreases rapidly with distance from the disturbing body. 3. The horizontal anomaly has little value in prediction of the disturbing body but might be useful in making a choice between bodies suggested by the vertical or total anomaly. Some of the considerations leading to these conclusions were: I. The normal intensity and the anomalous intensity are vectorially additive; hence for a positive anomaly in the northern magnetic hemisphere the total intensity will be a maximum at some point south of the disturbing body and north of the point at which the line to the disturbing body is parallel to the normal earth's field. The anomaly itself has a maximum value directly above the body. For a positive anomaly of constant magnitude, the total intensity will be a maximum when the anomaly vector is parallel to the normal vector. This is shown schematically in Fig. I (not to scale) for a magnetic distribution not restricted to a relatively thin sheet in the magnetic meridian. The normal field has a magnitude Io with vertical component Vo and horizontal component H,. Six station points along a traverse' across the body from south to north are shown at M to S. At each of these stations the normal magnetic field vector terminates at F. At each of these stations the magnetic field vector due to the disturbing body B terminates at A. The line through the station point and the point A passes through B. The magnitude of the anomaly, indicated by the length of the vector terminating at A, is proportional to some power of the distance from the station point to the disturbing body. If the' disturbing body B is a concentrated point of magnetic material, the anomaly is proportional to the inverse second power of the distance. For a uniform magnetic distribution over a line perpendicular to the observed traverse, the anomaly is proportional to the inverse first power of the distance. For surface distributions, the law of intensity is more complicated. At each field point, the total magnetic intensity T is the vector sum of the

Jan 1, 1946

By C. D. Ramsden

During the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Purchase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by salvaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a considerable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been rebuilding locomotive wheels for several years with automatic open are-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under-flux are-welding process for wheel rebuilding, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. Open Arc Welding With the open arc process, a set of wheels could be rebuilt for about 40 pet of the cost' of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or positioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1947

By C. D. Ramsden

During the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Purchase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by salvaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a considerable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been rebuilding locomotive wheels for several years with automatic open are-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under-flux are-welding process for wheel rebuilding, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. Open Arc Welding With the open arc process, a set of wheels could be rebuilt for about 40 pet of the cost' of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or positioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1947

By M. Cohen, R. J. Teitel

There is considerable interest in beryllium because of its low density (1.84 g per cu cm), high modulus of elasticity (40 X 106 psi), high melting point (1280°C), and special nuclear characteristics. Moreover, it has fair resistance to corrosion and oxidation. However, the purest beryllium known to the authors is relatively brittle at room temperature, and cannot be fabricated readily. The search for improved properties leads naturally to investigations of beryllium alloys and the phase relationships upon which they are based. The present paper is concerned with the alloys of beryllium and iron, primarily from the standpoint of the equilibrium diagram. Iron was selected (1) because of its all-round importance in metallurgy, and (2) because the beryllium-iron system is known to be quite complex. The most recent diagram in the literature is that of Gaev and Sokolov,' and covers only the iron-rich end up to 16 wt pct beryllium. Beryllium markedly restricts the austenitic field, closing the gamma loop at about 0.4 wt pct (3 at. pct). On the other hand, beryllium is soluble in a-ferrite up to a maximum of 7.5 wt pct (34 at. pct) at the eutectic temperature of 1160"C. The eutectic composition lies at 10 wt pct beryllium (42 at. pct) and corresponds to a mixture of or and FeBez (called j3 in the present paper). The solid solubility of beryllium in the a phase decreases with decreasing temperature, and makes precipitation-hardening possible. These findings substantiate the earlier work of Oester-held,2 Wever and Mueller3 and Laissus.4 In addition to the FeBe2 (ß) mentioned above, Misch6 has reported on FeBes, and indicated evidence for another compound containing still more beryllium. A preliminary diagram by Gordon,5 not hitherto published, is given in Fig 1. Besides the phases previously named, there are shown a solid solution of extended range (e), a compound of limited solubility (t), and a high temperature phase (7). Beryllium is designated as 8. The t field contains the compound composition FeBea, and the f phase undoubtedly corresponds to the beryllium-rich compound found by Misch.6 The region around the { phase was proposed by R. J. Teitel based on Gordon's data. The details of the diagram are self-explanatory. It was the unusual complexity of this system that prompted the authors to undertake the present studies. By the same token, more emphasis was placed on the beryllium-rich than the iron-rich end of the diagram. Exprimental Details RAW MATERIALS The beryllium employed in this investigation was one of the purest grades available. Its chemical analysis after vacuum melting is given in Table 1. The metal assayed 99.4 wt pct beryllium. Vacuum melted electrolytic iron of purity shown in Table 1 was the source of iron.

Jan 1, 1950

By E. E. Schumacher

IN a laboratory devoted to the furtherance of the science of communication, the breadth and variety of the problems encountered are challenging to a metallurgist. In my own long association with the Bell Telephone Laboratories, our metallurgical group has dealt with a vast number of alloys, both ferrous and nonferrous, and with many materials in the border range of metallic properties., The objectives of our design engineers embrace every phase of telephony, and the properties they desire in metals are generally unusual, frequently unique, and often conflicting. Commercial alloys have not always been available with properties to meet a special requirement in the telephone plant, and many alloys have had, therefore, to be custom-made. Anyone who has had the opportunity to observe the results of tests of all types on numerous such alloys, both commercially and specially produced, or who has taken part in the development of an alloy of some necessary, but new or unusual combination of properties, could not fail to be impressed by the frequency with which a desired goal has been reached or adequately approached through the presence of decimal quantities of alloying elements. Nor could One fail to be struck by the occasions when, conversely, of a minute amount Of impurity element has rendered an alloy useful. It is no exaggeration to state that the content be- hind the decimal point often spells success or fail-ure, and the critical content is sometimes far to the right of the decimal point as I shall later illustrate. The great effects of small additions have long been recognized and have, in fact, been described by many investigators. The importance of the minute, however, cannot be overemphasized. Therefore, in this discussion, I propose to illustrate for you some of the startling instances, drawn primarily from our own experiences, wherein small, even vanishingly small, proportions of stranger elements in otherwise common aggregates have com-pletely changed the customary pattern of behavior. No one property has a monopoly as to being dis-proportionately affected by minor elements. Nearly all properties are affected, but there is time here to include only a selected few. I have chosen, there-fore, three of general interest: strength, magnetic, and electrical properties. I shall inquire into both the mechanisms and consequences of these disproportionate effects and try to share with you the fascination and challenge of this field. Strength Properties of Lead and Lead Alloys To illustrate the effect of the minute on strength properties I have selected lead and its alloys, with which we have worked extensively for many years. Lead has the advantages of being available in quantity in a state of high purity and of being fairly easy to melt and fabricate without contamination to any extent detectable by the spectrograph. It has the interesting disadvantages of recovery and recrystallization at room temperature. Whether I

Jan 1, 1951

By H. S. Price, J. C. Cavendish, R. S. Varga

This paper presents a new technique for solving some of the partial differential equations that are commonly used in simulating reservoir performance. The results of applying this technique to a simple problem show that one obtains accurate pressure values near wells, as well as accurate pressure pdients, which can be explicitly calculated. The method is completely rigorous in that convergence of the discrete numerical solution to the continuous solution for both pressure and pressure gradient is established. High-order, piecewise-polynomial approximations are used near the wells where pressure gradients are steep, while low-order, piecewise-polynomial approximations are used elsewhere to reduce greatly the calculation time. This combination is shown to give a uniformly good approximation to the solution. These approximations, obtained by using a Galerkin process with suitable Hermite subspaces, are shown to be theoretically and numerically superior to the usual approximations obtained from standard finite-difference techniques. Not only are much greater accuracies obtained, but computer times are also greatly reduced. The application of this technique to multiphase flow problems (e.g., single well coning problems) would have considerable practical interest, but such extensions of this technique with full mathematical rigor have not been made as yet. However, the numerical methods presented here are general, and in principle extend to multidimensional, multiphase flow. Moreover, the preliminary results given in this paper are sufficiently encouraging that we feel the effort in attempting these extensions is justified. INTRODUCTION The problem of obtaining accurate pressure distributions and pressure gradients around wells is of considerable importance in the numerical simulation of reservoir performance. The most common approach to solving this problem is to use finite difference techniques (see McCarty and Barfield9 or Peaceman and Rachfordl0). This approach, however, has many disadvantages, the major one being that many grid points are generally necessary for accurately describing the pressure distribution and the pressure gradient around wells. This need for a fine grid results in large computer times and often in prohibitively high costs. Besides investigating the method of finite differences, some authors, such as Welge and weber17 and Roper, Merchant and Duvall,13 have considered a combination of analytical and numerical techniques with some success. These approaches, however, are all nonrigorous and quite often cannot even be applied. In this paper, we present a numerical formulation of high-order accuracy, based on the Galerkin method, for solving this problem. We treat here only the partial differential equation that describes steady-state, single-phase flow. However, the methods presented are general and in principle extend to multidimensional, multiphase flow. Specifically we treat special cases of the problem in two dimensions described by: where G is a rectangle (with sides parallel to the coordinate axis) with boundary ?G, ?/?n denotes the outward normal, and y and B are non-negative constants such that y + B > 0.

Jan 1, 1970

By L. F. Coffin

Monotonic tension and controlled cyclic-strain tests have been conducted on an annealed steel at various strain rates and temperatures in the weep range. Evidence of a strain-induced precipitate reaction abozle 500°C was determined from pronounced cyclic-hardening effects, increase inflow stress, inter granular fracture, drastic decrease in low-cycle fatigue resistance, and loss in tensile fracture ductility, as well as through electron-microscopy examination. It was found that strain rate as well as temperature had a pronounced effect on these observations. A parameter of the form P = T(7.95 - log ip) was determined, which was directly related to the ductility, defined either as the true strain at fracture in the case of simple tension, or as 2N 1/2 ? E p in the case of cyclic plastic strain. A highly satisfactory comparison of the cyclic life as measured and as computed from the ductility predicted by this parameter was obtained for a range of temperatures from 400° to 650°C and for crosshead speeds of 0.002 to 0.2 in. per min. MANY metals subjected to sustained loading at elevated temperatures derive resistance to creep from solid-state reactions of various alloying constituents. These reactions can be many and varied, and occur as a consequence of time and temperature according to reaction-rate principles. Strong evidence exists that many of these reactions are influenced by plastic strain, the argument being put forth that dislocations act as sites for nucleation and growth for the new phase.' Many examples can be cited where plastic strain during transformation influences the structure, and as a consequence affects the properties.2 The low-alloy steels serve as particularly good examples for investigating the effect which aging reactions have on resulting properties. Alloying elements such as carbon and nitrogen, and carbide formers such as manganese, chromium, molybdenum, and so forth, can, by the particular aging reaction which occurs, produce strengthening effects at various temperatures, and so endow strength to the alloy over a broad range of temperatures. These effects have been systematically studied by Glen both during creep3 and for constant strain-rate tension testing.4,5 The work of Glen is of considerable interest in connection with the present study, particularly in regard to the effect of various alloying additions on the true stress-strain curve and on fracture ductility at various elevated temperatures. He has shown that strain-age hardening occurred during plastic straining, which was quite specific both to the temperature of the test and to the alloying element involved. When strain-age hardening was noted at a particular temperature, a .minimum in reduction of area was also obtained. Provided the temperature for the minimum reduction of area exceeded 300°C, all minimum ductility fractures were found to be inter-crystalline in nature. For carbon steels containing molybdenum, two minima in reduction of area were noted, one occurring at 200° to 250°C, the precise temperature depending on the percentage of molyb-

Jan 1, 1964

By J. L. Bruce

After six years of war-enforced idleness, Cyprus copper mines are operating again. This relatively long shutdown seems infinitesimal when compared with something like seventeen hundred years of inactivity that followed the important operations of the ancient Romans, and continued until the twentieth century. The historical records of the ancient operators are scarce but full of interest to those who realize that Cyprus copper production was important more than two thousand years ago. This paper, however, will give only a brief review of the ancient history and the evidence of ancient mining which have been quite fully covered in other publications.1-6 The purpose of this paper is to give a general sketch of the Cyprus Mines Corporation's enterprise in the Island of Cyprus, with special emphasis on those conditions and practices which are unusual. The picture is not intended to be complete, and many interesting details will be omitted. Some of these may be described in subsequent papers covering departmental practices. The principal operations of Cyprus Mines Corp. are in Cyprus, where it has leasehold concessions from the Cyprus Government covering about 50 square miles. It holds additional areas under "Prospecting Permits." The consideration for the concessions is a royalty on production, coupled with minimum annual rentals. Cyprus is a British Colony in the Eastern end of the Mediterranean with an area of about 3000 square miles and a population of about 400,000, of which 65 pct may be classed as Greeks on the basis of language, religious training, and traditions. About 25 pct are Moslems, principally of Turkish extraction. Prevailing languages are Greek and Turkish. A large proportion of the supervisory and administrative staff and practically all of the skilled and unskilled craftsmen and laborers are drawn from the native population. The "overseas" staff constitutes not more than 2 pct of the employees. The majority of these are from the United Kingdom, the British Dominions and Colonies. About one-third are from the United States of America. The topography of the Island is rugged, with mountains and foothills covering more than two-thirds of the area. Between the Kyrenea range rising to 3000-ft elevation, along the north coast, and the Troodos range (maximum elevation 6400 ft) occupying the southwest half of the Island, lies a cultivated rolling plain, the "Mesaoria," dry in summer and watered only by the winter rains and by scanty irrigation from small mountain streams and wells in the spring and summer. Climate and natural vegetation are characteristic of semi-arid conditions. The "urban" population, about one-fourth of the total, lives in the five port towns, Famagusta, Larnaca, Limassol, Paphos and Kyrenia, and in the capitol Nicosia, near the center of the Island. The suburban population lives almost entirely in villages or small towns, with very few people residing in isolated country homes.

Jan 1, 1949

With this issue of the Bulletin, the Institute puts into operation a plan which it has long had under consideration for enlarging its field of usefulness to its members. We refer to the Index to periodical literature bearing on mining, metallurgy, and related subjects, which will be found in the advertising section at the end of the Bulletin. The Index is printed on alternate pages so that anyone who desires to compile a card index can readily clip the items and paste them onto cards. By its affiliation with the Engineering Societies Library, the Institute possesses unexcelled facilities for the preparation of this Index, since practically every important engineering or technical paper published anywhere in the world is regularly received by the library. The items for publication in the Index are first selected by the library staff, but their final approval and their order of arrangement remains in the hands of the editor. A word should be said in explanation of the system of classification that has been adopted. It will be noted that the classification is extremely broad, no attempt having been made to gather the references into closely specialized groups. Our reason for breaking away from the modern tendency toward minute specialization is based upon the fact that the fundamental principles underlying all engineering are not by any means so diversified as has commonly been supposed. For example, it is not at, all unlikely that an engineer engaged in large-scale ore mining in the Southwest can profit by observing the methods employed by his colleagues in the Pennsylvania coal mines. It is notorious also how extensively the brotherhood of chemical engineers has profited by the. earlier experiences of the ore-dressing and metallurgical engineers. If the Index were minutely sub-divided, it would always be possible that the coal-mining engineer, for example, might fail to observe a most important paper because it happened to be listed tinder the head of iron mining. For this reason, mining practice in general is consolidated under one head. The same line of reasoning applies to other divisions as well. In order to make the Index of practical value to all members of the Institute, wherever they may be situated, the library will undertake to supply, for a nominal charge, an abstract, a translation, a typewritten copy, a photostat copy, or the original of any article in the Index. Requests for service of this character should be addressed directly to the Engineering Societies Library, 29 West 39th St., New York. Members are urged to cooperate toward the success of this new departure by sending us suggestions. Although every effort has been made to anticipate the wishes of the members, it is almost impossible to foretell what services may be most useful to our 7000 constituents. Furthermore, it is known that some men prefer one method of classification while others would find another method more convenient.

Jan 9, 1918

By George G. Thomas

IN April 1949, Newfoundland became the tenth province of Canada. It had been a Dominion of the British Commonwealth, though actual Dominion status had been suspended for some fifteen years. During that fifteen-year period the Government had been by commission. Throughout the regime of the Commission Government, a limited program of investigation of the mineral resources of the country was in progress. It was during this period that the investigation of the iron resources of Labrador by the predecessors of the Iron Ore Company of Canada began. Since Confederation there has been a marked change in the attitude of mining capital to the new province and a notable acceleration in the tempo of prospecting and exploration. There is no private Newfoundland capital available for mineral exploration. In the past, as now, capital must be attracted to the province. Prior to Confederation, Canadian capital had to cross the barriers of customs and immigration. American capital hazily regarded Newfoundland as part of Canada, with one notable exception, the American Smelting and Refining Company at Buchans. Buchans The most significant mining development in Newfoundland today is the property of the Buchans Mining Co. Ltd., a subsidiary of the American Smelting and Refining Co., located at the town of Buchans. Their milling operation produces lead, zinc, and copper concentrates by selective flotation, and also produces a small amount of gravity concentrate. Presently the mill treats, about 320,000 tons of ore per year. Production started in 1928 at 500 tons per day and has been raised over the years to the present figure of 1200 tons per day. Conventional prospecting methods uncovered the original deposit. It was first examined as a possible source of sulphur from pyrite. Geophysical prospecting and diamond drilling resulted in discovery of enough additional ore to warrant a large scale operation. Mining is by open cut methods. In addition conventional underground cut and fill stoping and square set stoping methods are employed. Between 850 and 900 men are employed at Buchans. Concentrates are shipped by rail to Botwood and leave the country through the port. Buchans Mining is currently investigating a Crown concession covering an area of approximately 6250 square miles, adjacent to the area of present operations. Aerial photographs have been made of the area, and geologic parties, supplied by plane, are in the field during the summer months. The concession lies south of the Falconbridge concession. The geology of the Buchans area can be divided into three groups. The first category is the oldest and called the Buchans Series. It consists of volcanic lavas, breecias and tuffs and underlies most of the Red Indian Lake Basin. The second is a group of igneous rocks such as granite and quartz porphyry intrusive in the volcanics. It makes for rough country north and west of Buchans. The third group consists of sills and dykes penetrating the lavas near

Jan 1, 1952

By Avnulf Muan, Egil Aukrust

Activity-composition curves jor cobalt oxide and manganese oxide in solid solutions with spinel-type structure have been determined by studying the equilibrium between the spinel phase and a coexisting solid-solution phase in the tewzperature range 1100" to 1400"C. Within limits of experimental error, the system displays the behavior of a regular solution. The excess integral free energy of mixing is represented by the equation . The standard free energy of formation of cobalt manganite, CoMn,O,, from the oxide components COO mzd Mn2OS at 1200°C is calculated to be -8.6 kcal. AMONG the technologically and theoretically most important oxide phases are those which crystallize with the same structure type as the mineral MgO . A120,. Although the name spinel originally was used only for this mineral, the term is generally used today to designate the whole group of oxide phases with this same structure type. It is in this wider meaning that the term is being used in the present paper. The previous literature on spinels is very extensive. There are two aspects of spinels which have attracted particular attention: the structure, including the nature and distribution of the cations present, and the physical properties (electric, magnetic). The status of knowledge in these fields has been well-summarized in recent review articles.1'2 By contrast, thermodynamic properties of spinels are virtually unknown. Delineation of the activity-composition curve over the whole composition range of a solid-solution series with spinel-type structure is the objective of the present work. The system at elevated temperatures (>1000"C) constitutes such a series. The activity-composition curves for this system can be calculated from a study of the equilibrium between the above spinel solid solution and a solid solution (Co,Mn)O with sodium chloride-type structure. Data for the latter solid solution have become available recently.3 The system, in contact with metallic CO at 1200°C, obeys Raoult's law. The determination of the activity-composition curve for the spinel phase is based on the following relations. Consider the reduction-oxidation equilibrium for cobalt ions according to the equation: Because it is impossible in practice to measure single activities of electrically charged constituents, we will treat the equilibria in terms of electrically neutral components. Eq. [I] can then formally be written as follows: where and the activities of cobalt oxide in the (Co,Mn)O and the spinel solid-solution phases, respectively, K is a constant at constant temperature, and Pa is the oxygen pressure of the gas phase. The numerical value of K can be determined from a determination of the oxygen pressure P& for the equilibrium coexistence of Cos04 and COO in the binary system Co-0. Under these circumstances be set equal to 1, and hence K = [Po Eq. [3] can therefore be written

Jan 1, 1964

BEFORE an audience which included many notable members of the engineering profession, the John Fritz Medal was presented to Senator Guglielmo Marconi on July 6, 1922, in the auditorium of the Engineering Societies Building, in New York. The medal was awarded for achievements in the development of wireless telegraphy, but all of the speakers emphasized the inventor's service to mankind, in saving life at sea, especially, as well as his remarkable scientific attainments. SIGNIFICANCE OF THE JOHN FRITZ MEDAL The John Fritz Medal is presented from time to time for notable achievements in applied science, as a memorial to the engineer and metallurgist whose name it bears, one of the charter members of the American Institute of Mining and Metallurgical Engineers. The medal fund, contributed by friends of Mr. Fritz, is administered by representatives of the four national engineering societies. Seventeen awards have been made to men of eminent distinction in the various branches of the profession of engineering, whose names are more familiar to the civilized world than are the names of most of the presidents of the United States. Four of the medallists were present on the evening of July 6: Dr. Elihu Thomson, the dean of the electrical engineers, General Goethals, Orville Wright, and J: Waldo Smith, who developed the New York City water supply, system. In opening the meeting, Dr. Comfort A. Adams, president of the Board of Award, said in part: The profession of engineering knows no national boundaries. That the engineers of this country sense this fact deeply is evi-denced by the absence of any limitations as to nationality in the award of the John Fritz Medal. The engineer is seeking for the truth wherever it may be found, and it frequently happens that the most helpful sugges-tions for the solution of a particular problem are the results of the work of men of other nationalities on the other side of the world, whom we have never seen. Thus through this long range interchange of information and of ideas, there has grown up a feeling of real kinship among the engineers of the civilized world, a sense of interdependence and of the need and value of cooperation, in wide contrast with the all too prevalent sense of conflicting interests, of racial and national antagonisms of bitterness and misunderstanding. We often think of the nations of the earth as separated by walls or barriers, of various kinds and of various heights. Some of these are the natural results of evolution, for example, differences of language, customs and traditions; while others are more artificial, being maintained by law and dictated by fear, greed, and shortsightedness or ignorance. There is deep conviction that the degree in which we can abolish these barriers is a true measure of our progress towards real civilization, and that the destruction of these barriers is the only method of attaining that world-wide peace for which every

Jan 8, 1922

WHILE papers on cleaning coal and mining coal were presented at the iron and steel and mining methods sessions, respectively, the first general session on coal was held on Wednesday afternoon. Howard Eavenson of Pittsburgh, Pa., as chairman of the session,* reported progress by the Committee on the Valuation of Coal for Blast-Furnace Coke. A paper on blasting coal effectively and safely in Southern Illinois, by J. E. Tiffany and S. S. Lubelsky, was abstracted and commented on by Dan Harrington, of the U. S. Bureau of Mines. W. J. German commented on some conditions mentioned in the paper as unsafe or bad practices, and added to these some further ex-amples; he made a strong plea for holes to be: drilled parallel to the bedding as the easiest way to determine the proper length or depth to agree, with the depth of kerf cut. Mr. Barron called attention to proper cutting and-drilling and rate of detonation of the explosive used, as effective aids in blasting coal. Another speaker mentioned an odd case where compressed black powder or "pellet powder," had decreased accidents at a non-gaseous mine where permissible explosives had been formerly used; the permissible cracked or shattered the roof, with a resulting high accident rate from falls of roof, and pellet black powder overcame this trouble. Eugene McAuliffe of the Union Pacific Coal Co. told of difficulties in changing from black powder to permissible in Wyoming mines. J. B. Dilworth read a paper on valuation of coal prop-erties, expressing a preference for the method of capi-talizing the earning power of a property. Eli T. Con-ner of Scranton, Pa., with much experience in valuation work, stated that the method was undoubtedly good, but many times failed because of inability to forecast accurately future earnings, and further contended that total valuation -and royalty rates could generally be fixed fairly when based on similar neighboring proper-ties' rates when these had recently been established by a free bargaining. S. A. Taylor of Pittsburgh, Pa., stated that a leasehold value could be fairly established by figuring based on 10 to 20 per cent of the profit resulting from operation. The chairman read a written discussion from Henry Louis of England, called atten-tion to differences in valuation resulting from whether gross or net profit or earnings were used as a basis for capitalizing. John A. Garcia of Allen & Garcia gave a most inter-esting account of coal mining and general conditions in Russia as noted in his recent extensive visit there, which appears elsewhere in this issue. Although agree-ing with most thinking Americans that government operation is incompatible with progress, he showed that mining conditions were far from impossible in present-day Russia. Charles E. Stuart gave motion pictures of parts of the trip, with, his own comments supple-menting those of Mr. Garcia.

Jan 3, 1928

By R. J. Walter, W. T. Chandler

The Ch-H phase diagram was determined for by-drogen concentrations up to ChHo.9 at temperatures below 400°P'. The phase diagram includes a mis-cibility gap and a eutectoid transformation. A peri-tectoid transformation is postulated at the hydrogen-rich end of the diagram, Phase diagrams were determined for two levels oj purity, of the columbium. A single solid solution exists in the Cb-H system above 400°F. There has been considcrable disagreement among investigators concerning the system at temperatures below 400°F. Albrecht, Goode, and ~allett' proposed a miscibility gap containing two bcc phases with the two lattice parameters converging at about 140°C (285-F), and Brauer and ~erman' found a two-phase room-temperature region between 10 and 41 at. pct H. At sufficiently high hydrogen concentrations in the one-phase region, the hydrogen-rich phase was found to be face-centered orthorhombic. Wainwright, Cook, and Hopkills3 recently reported that the face centered orthorhombic hydride phase is derived from a unit cell which is slightly tetragonal with a small departure from 90 deg of the angle (y) opposite the r axis. The orthorhombic hydride phase was observed for hydrogen concentrations between 0.2 and 0.8 H/Cb atom ratio. Paxton and coworkers4 found that needlelike hydride plates formed in a hydrogen-charged columbium single crystal and suggested that this transformation possessed the characteristics of a diffusionless phase transformation. On the basis of room-temperature, X-ray diffraction data, komjathy' suggested that an order-disorder or martensitic transformation occurs. In the present study, the Cb-H system was investigated to resolve the discrepancies found in the literature for this system. PROCEDURE The columbium specimens were prepared from two heats of wrought 1/2-in.-diameter electron-beam melted columbium rod and from two columbium powders of -80 mesh size of different impurity contents. The columbium bar stock was pur chased from Urah Chmg Corp.; the 99 and 99.5 pct purity colulnbium powders were obtained from Fansteel Metallurgical Corp. and Kern Chemical Co.. respectively. The chemical analyses of the columbium bar and powders are listed in Table I. Hydrogen charging was performed by exposing the columbium specimens to hydrogen at 1 atm pressure at various temperatures. After exposure the specimens were quenched to prevent the hydrogen pickup which would take place if cooled in hydrogen, or the hydrogen loss that would occur if cooled in an inert gas. Adequate hydrogen purity was achieved by passing high-purity tank hydrogen (maximum 5 ppm total impurities) through an Engelhard catalytic Deoxo unit, magnesium per chlorate desiccant, and finally through activated charcoal at the temperature of boiling nitrogen. Activated charcoal at -321°F has been reported6 to remove impurities from hydrogen to a nondetectable level. A schematic representation of the heat-treating apparatus is shown in Fig. 1. A metal-sheathed thermocouple embedded in the colun~bium specimen was used to control the temperature during heat treatment and to pull the specimen boat into

Jan 1, 1965

By Fred W. Stiefel

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

Jan 1, 1942

By H. R. Banks

PONDERING the action of a ball mill employed to carry on comminution from the product of fine crushing to the point where flotation, cyanidation or other concentrating methods are applicable, one wonders where this machine had its origin. When Henry Wadsworth Longfellow reiterated the observation of that older poet Von Logau, and wrote “Tho’ the mills of God grind slowly, yet they grind exceeding small," he probably visualized the type of mill that was employed in medieval times for the production of flour, and can therefore not be considered as having gained admittance to the fraternity of millmen, on behalf of, either poet. He does, however, make it quite clear that the efficiency of even these Mills of Destiny was low, and to that extent voices a characteristic of fine-grinding equipment that has been the bugbear of all metallurgical engineers. PRINCIPLE OF BALL MILL The principle of the ball mill probably is traceable to the action along the coast line of oceans or lakes, or in the mountain streams. Wave action on rocks and pebbles, close to the shore line, gives the potential energy to the grinding media, which, in their rolling and tossing, break down the sands, and the resultant "pulp" carried out from the shore is classified and settles out in sizes ranging downward to extremely fine mesh. Surely, these are the real mills of God. If we allow our minds to dwell on the total tonnage that has been handled in this way, adding to the sands and clays at present in existence those enormous tonnages of metamorphosed sedimentaries, we sense the vast quantity of rock that has been so reduced. Is it not likely, therefore, that the answer to the beginnings of pebble milling, and eventually ball milling, came through the perception of this natural mill by one of our engineering forebears? METHODS OF GRINDING The relatively low return of mechanical input to a ball mill, in terms of useful work accomplished, has always intrigued me immensely. The potential energy absorbed by a ball raised to a high point in its path is apparently released with a very small return in useful work. Is the ball mill the most desirable means of fine grinding, or is there some other method through which we can recover a reasonable amount of the energy input in terms of useful work? Some years ago, on his retirement, H. W. Hardinge was questioned as to his thoughts on the trend of fine-grinding equipment. As I recall, his prophecy at that time was that the most likely field for improvement in grinding media would be toward a charge of flat disks with some mechanical scheme to cause them to slide over each other. Undoubtedly, Mr. Hardinge went through the usual experience of the muller and bucking board, the customary introduction of the budding millman to his calling. I have often wondered, but have never got beyond the wondering stage, as to the

Jan 1, 1945

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 Roy J. Helfinstine, Gilbert H. Cady

One of the most urgent needs in the field of coal combustion is the ability to predict the performance of a coal from knowledge gained from small-scale tests. Numerous types of analyses and tests are conducted on coal, including the proximate and ultimate analyses, heating value, varieties of sulphur, ash analysis, ash fusion temperatures, free swelling index, petrographic analysis, and Gieseler. plasticity. The Illinois Geological Survey has made an intensive study of the value of these tests for judging the performance characteristics of the coal as actually utilized. To date, three reports1,2,3 have been issued, and another is being prepared. The present paper briefly summarizes some of the results found in the studies. Equipment The equipment used for the tests is described in some detail in the above mentioned publications. Briefly, it consisted of a domestic stoker, cast-iron boiler, and water-cooled heat exchanger, which were operated as a forced circulation hot-water system. The entire unit was mounted on scales. Instruments for recording the per- formance of the coal included a hot-water meter to indicate the quantity of water flowing through the boiler; a two-pen, mercury-actuated thermometer to record the temperatures of the water entering and leaving the boiler; a chemical-type meter to record the percentage of CO2 in the stack gases; a pressure gauge to record the static pressure in the stoker-air duct; and a multipoint potentiometer to record the temperatures in the stack and room, and the opacity of the stack gases. A 16 mm motion picture camera was available for taking pictures of either the fuel bed or the scale dial. Procedure The tests described in this report can be conveniently divided into three phases. For the first phase, a load of 5 or 6 tons of unwashed coal (usually screenings) was obtained from each of fourteen Illinois mines. These coals were all crushed and screened to a size of 35 in. (square hole) by 8 mesh. Combustion tests were made on a part of this raw, screened coal. Another portion was passed over a concentrating table to reduce the ash to what was considered to be commercially reasonable, and combustion tests were made on this upgraded coal. The ash content of the remaining coal was reduced to a still lower figure by passing it over the washing table with greater reject, or by standard float-sink procedure. This cleaned fraction was then tested in the stoker-boiler unit. Thus three coals with varying ash content were tested from each mine. For the second phase reported here, coals were obtained from four Arkansas mines and tested as received and after passing over the concentrating table with a normal reject. One Illinois coal was tested in the "washed" condition only. The third phase included tests on commercially prepared stoker coals

Jan 1, 1950

By J. T. Norton, J. G. McMullin

An 1820°C isothermal cross section of the Ti-Ta-C ternary diagram was prepared from X-ray diffraction and metallographic data. No phases other than those appearing in the three binary diagrams were observed. At temperatures above the titanium transition temperature titanium and tantalum form a complete series of solid solutions containing up to 2 atomic pct C. The phases Tic and TaC also form a continuous series of solid solutions extending across the diagram. PREVIOUS work on this alloy system was very limited. Of the three binary constitution diagrams involved, only one, the Ta-C system was available in the literature. Preliminary data on the other two systems was received from the investigators during the course of the investigation and both have been published in recent months. It had been shown that Tic and TaC formed a continuous series of solid solutions, but the range of carbon content in this phase was not known. While Ta2C had been described, its solubility for or reactions with other carbides had not been reported. It was not known whether or not any ternary compounds occurred in the system. The present program was undertaken to determine experimentally the general form of the ternary diagram. It is hoped that the results will be of value in furthering the development of sintered carbide cutting materials and high temperature ceramets, many of which contain combinations of Tic and TaC. The Binary Systems Of the three binary diagrams involved only that of Ta-C was available at the time this project was started. The diagram of Ellinger¹ redrawn in Fig. 1, shows a hexagonal phase Ta2C having a very small composition range and a cubic TaC phase having a composition range of from 40 to 50 atomic pct C. The authors made a separate determination of the composition range of TaC using lattice constant values and found the range to extend from 40 to 49.7 atomic pct C in good agreement with Ellinger's diagram. Two determinations of the Ti-Ta system have appeared recently.2,3 These two diagrams are in good agreement and show that ß titanium and tantalum form a complete series of solid solutions. The Ti-C diagram by Cadoff and Nielsen4 shows a very limited solubility of carbon in both a and ß titanium. The single carbide formed persists over a wide range of carbon contents. Several values for the upper limit of carbon content of this phase have been reported."' The highest value obtained in the M.I.T. Laboratory was 47.5 atomic pct C with a lattice constant of 4.328?.5 Fattinger7 describes a gas carburization method which he claims produces stoichiometric Tic although he does not present any data showing that he actually had 50 atomic pct combined carbon. Several complete analyses on

Jan 1, 1954

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