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By Bruce W. Gonser

TIN is not yet classed as a rare metal, but it has taken a long stride in that direction in the last ten months. It is now in Group 1 of the War Production Board's critical list, along with such company as magnesium aluminum, and nickel. This is in sharp contrast with the position a year ago when the supply well exceeded demand, and tin was used when feasible in place of really scarce metals. The geographical sources of tin production in recent years are shown in Table 1. Preponderance of former production in southeastern Asia, particularly Malaya and the Netherlands Indies (but all now controlled by the Japanese). is entirely too marked to be funny. Of the 1940 known world production of 237,000 long tons nearly all was controlled by the United States, Great Britain, and their friends. Now their supply is from countries that produced only 28 per cent of that amount. This excludes China and Australia, which because of shipping difficulties and local consumption, cannot be expected to export much tin. In spite of some expected increase in production, therefore, the supply is, and will continue to stay for at least several years, way below that desired for even normal uses. Although deliveries to consumers in the United States alone

Jan 1, 1942

By AIME AIME

SCANDINAVIAN countries seem somehow to furnish an amount of talent and leadership far be- yond their population and among them Sweden is possibly at the top. The United States has many eminent citizens born in the latter, country or who are of Swedish descent and the engineers may claim their full share. In fact, the number is so large that a flourishing Swedish-American Engineering Society has been formed, including a number of A. I. M. E. members. Dr. Waldemar Lindgren is more scientist than engineer, though his work in economic geology has contributed directly to the development of many mines, and he is the valued- adviser of a number of our larger companies. Probably he, himself, values most highly the contributions he has been able to make to scientific theories of the occurrence and genesis of ore deposits. His fellow scientists have placed upon these the high mark of approval by electing him to the National Academy of Sciences, and Princeton University in 1916 recognized his position by conferring on him the degree of Doctor of Science.

Jan 1, 1931

By A. C. Butterworth

M OST operators of open-pit mines in the Lake Superior iron ore district are quite familiar with the use of fuel oil in the heavy-duty Diesel engines commonly used in truck-haulage service but some operators, including my own company, Pickands Mather, have had butane-engine trucks in service for several years, and less is known of their operation. One of the first installations of trucks for iron-ore haulage was in 1939 at a deep open-pit mine on the Cuyuna Range. These superseded standard-gauge steam haulage. Trucks then obtainable were equipped with 150-hp Diesel engines, and the speed of these units on an 8 % grade would have been so slow, considering the depth of the pit, that plans for an all-truck haul out of the pit were rejected. About this time one of the engine manufacturers brought out an auto-

Jan 1, 1948

By A. Henry

THE manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant strength, and by the employment of wrought-iron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows : A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1877

By Adolph Henry

The manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant, strength, and by the employment of wroughtiron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows: A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1959

BLAMEY STEVENS, Nogales, Ariz. (written discussion *).-This subject should be approached boldly from the purely physical standpoint. There are usually many known ways of making chemical deposits of any particular mineral and probably many more ways that are still unknown. With-physical-effects; .however, there-are, in-general, only one or two, or possibly three, ways that will pass muster before the physicist, when he realizes the geological conditions to be harmonized with the physical ones. Let us consider the second way that Mr. Taber describes: "It (the mineral matter transported in solution) may enter along a fracture, bedding plane, or similar passage, and, as it is deposited, force the wall rock apart, thus making room, for the growing vein," because it is the one Mr. Taber chooses for the great bulk of metalliferous veins. By "forcing the wall rock apart" Mr. Taber indicates that he means that the process of crystallization or-solidification of the mineral in the vein forces the walls apart. To prove this, he offers a great variety of geological evidence, which, from the physical standpoint, is entirely superficial. From the geological standpoint the evidence is the best to be had, but it is entirely negative and one single grain of really positive evidence will entirely offset it. Suppose it be granted that there is a considerable force of crystallization. It is well known among physicists that, other circumstances being equal, the crystal would rather form where it does not have to exert that pressure; or, to be more exact, where it is not necessary for the crystal to

Jan 12, 1918

Despite the uncertain political situation in Katanga, copper and cobalt mining and metallurgical operations of Union Miniere du Haut-Katanga were normal at the time of this writing. In fact operations continued normal after Congo independence on June 30, 1960, with copper and zinc production for that year being slightly higher than in 1959. United Nations military operations from September to December 1961 resulted in death, shutdowns and damage to company persons and installations. Nevertheless, results for that year were only slightly off normal production. Moise Tshombe delared Katanga a separate state after Congo independence. Although there has been tribal unrest, the new State has enjoyed relative calm and normal industry by comparison with other parts of the Congo as a result of the firm hand of Moise Tshombe's government and the continued presence of Belgian officials and technicians.

Jan 12, 1962

Jan 1, 1889

By J. B. NEALEY

THE common method of shale mining, drilling, shooting and steam-shovel loading, is fast giving place to a comparatively new method which is purely mechanical. This machine is known as the shale planer and takes a cut from a very large face, 50 ft. or more in height. As shale deposits are usually stratified, the quality varying with the stratification, a very uniform product is obtained with this planer, for its "cut" is across the entire face, vertically. This planer was designed and built some 15 years ago by J. M. Powell, president of the Indiana Drain Tile Co., Brooklyn, Ind. Unevenness in mixing the material from the different layers in the shale deposit of this company was causing considerable fluctuation in the firing- shrinkage and color of the ware produced, thus lowering the quality. Some method of maintaining a uniform proportion was vital and this planer was therefore devised. Its capacity was approximately 175 tons daily: cut, mixed and loaded.

Jan 1, 1929

Texture Transition in Ordered CuAu, by E. A. Starke, Jr., J. C. Ogle, and C. J. Sparks, Jr., Trans. TMS-AIME, 1969, vol. 245, pp. 169-70. pole figures should have had two parts not one. On the Estimation of Oxygen Absorption by Continuous Molten Metal Streams, by J. Szekely, Trans. TMS-AIME, 1969, vol. 245, pp. 341-44.

Jan 1, 1970

By Norman Lamont

The evaluation of certain reser-voir properties, such as porosity and fluid saturation, from electrical well surveys has been widely accepted in petroleum engineering. Various investigators have established relationships between these properties and certain parameters which affect the response of the electrical log. Among these are the resistivities of the mud, its filtrate, and its filter cake. In 1949, Patnode1 established a relationship between the resistivities of the mud and filtrate. The well logging service companies have contributed relationships for the mud-mud cake resistivities2,3 These have been valuable since it was the practice to measure only resistivity of mud at the well site. During the mid-1940's the industry began drilling wells with oil-emulsion drilling fluids. These were conventional aqueous muds with a dispersed oil phase. Since 1950, oil-emulsion muds have been used on an increasing number of wells each year. However, the practice of measuring only the resistivity of the mud at the well site has continued, and the mud filtrate and mud cake resistivities have been determined by the above-mentioned relationships. Service companies are now equipped to measure all three resistivities at the well site. An investigation was conducted on the resistivities of oil-emulsion muds, mud filtrates, and mud cakes to determine if these values conformed to the relationships for aqueous muds. TYPES OF MUDS Fifty-one oil-emulsion mud samples were prepared in the laboratory following a standard manual' published by a leading mud company. The diesel oil in the samples varied from 5 to 50 per cent, the majority of the samples being in the 10 per cent region. The basic aqueous mud types which were converted to oil-emulsion muds were commercial clay and bentonite muds, low pH and high pH, caustic-quebracho treated muds, and lime treated muds. The emulsions were stabilized by dispersed solids, lignins, lignosulfo-nates, sodium carboxymethyl cellulose, or sulfonated petrolatum. It is worthy of note that after a quiescent period of two weeks at room temperature all samples, regardless of emulsifying agent, remained stable. The make-up water for the muds was from the laboratory tap. Resistivities were varied by the addition of table salt to the water. A range of mud resistivities from 0.44 to 3.9 ohm-m was obtained in this way. Twenty-three field muds were tested. These covered the same range of mud types as did laboratory muds. Oil provinces of the Gulf Coast, South Texas, West Texas, Oklahoma, Montana, and Canada were represented. MUD TEST PROCEDURE Each mud was tested for density, viscosity, pH, and filter loss by standard testing techniques. The resistivity measurements were obtained with a Schlumberger EMT meter. This meter required small volumes of sample, e.g., 2 mm. Filtrate was obtained from a Standard Baroid fil-ter press at the end of a 30-minute test. The filter cake from the same test was used for cake resistivity measurements. Mud, filtrate, and cake samples were heated to 100" F in a constant temperature water bath prior to measurement of resistivities. RESULTS The relation between mud resistivity (Rm) and mud filtrate resistivity (Rmf) is shown in Fig. 1. The solid line represents an average for the data. The equation of this line is Rmf =0.876 (Rm) 1.075 . . (1) Arbitrary limits, indicated by the dashed curves, have been set. The majority of the data falls within these limits, but some points do lie outside the limits. The approximate equation Rmt = 0.88 Rm , . . . . (2) will give satisfactory results within these limits. The data on mud cake resistivity Rmc is shown in Fig. 2. The solid line is an average for the data. The equation for the line is Rmc = 1.306 (Rm)0.88 The dashed lines are arbitrary limits on the data. Within these limits, Eq. 3 may be simplified to Rmc = 1.31 Rm . . . . (4) DISCUSSION The limiting curves in Figs. 1 and 2 represent maximum deviations of ±25 per cent. Thus the use of the average curves can introduce considerable error. There is no substitute for accurate measurements of mud, mud cake, and mud filtrate resistivities at the well site. The mud sample tested should be representative of the mud opposite the formation being logged. The average mud filtrate resistivity curve of Fig. 1 is reproduced in Fig. 3 with two curves which have been published for clay-base aqueous muds2,3. The latter curves were determined from average values of a large number of drilling fluids. The three curves have essentially the same slope and the differences between them are from 7 to 22 per cent. Comparison is made only to illustrate the possibility of error

Jan 1, 1958

Jan 1, 1957

By AIME AIME

CADWALLADER EVANS JR. has long been a leading figure in the anthracite mining industry and one of Pennsylvania's prominent citizens. He is, in fact, a native son, having been horn in Pittsburgh on Sept. 17, 1880. At Lehigh, from which he graduated in 1901 with the degree of Mechanical Engineer, Tom Girdler was a classmate, and both were active in football affairs. Going hack to Pittsburgh, he got his first job as trouble shooter for the Oliver Iron & Steel Co. A year later he entered the coal industry, getting a job with the Blaine Coal Co. as inspector of construction and later was superintendent of the Blaine mine at Elizabeth. Pa.

Jan 1, 1943

Jan 1, 1969

By AIME AIME

EVEN in the choice of his birthplace and parents, Donald B. Gillies indicated clearly the trend of his professional career. He was born on Nov. 4, 1872, at Bruce Mines, in Ontario. His father and mother came from the Isle of Skye, Scotland, to Nova Scotia, moved from there to Canada, and finally settled in the copper country in the northern peninsula of Michigan, where the senior Mr. Gillies followed mining as an occupation. Donald's early education was in the public schools and he graduated from Linden Lake (Mich.) high school in 1890. Following the family interest in mining he entered the Michigan Mining School, now Michigan College of Mining and Technology. There he was the rare student who excelled both in athletics and scholastic work. On the athletic field he was a crack football player and track roan. As early as 1890 lie established a record of 10 sec-

Jan 1, 1938

Jan 1, 1879

Jan 1, 1883

By C. L. HUSTON

MY ANCESTRAL connection with the manufacture of boiler plate runs back through four generations, and my personal acquaintance with the practice reaches back to the time, in my ,boy- .hood days, when iron plates' were made in a mill operated entirely by water power. -The mill originally was driven by an old-fashioned "'breast" water wheel 20 ft. in diameter and with a20-ft. face, geared direct to the roll train. When the mill slowed up and there was danger of its stalling, the men would jump upon the rim and help the wheel around with their weight, to prevent a "sticker." Later, as large plates were called for, a flywheel was set out of line so that it could' be speeded up by gears from the water wheel and connected back again,. by reducing- gears, to the roll train. The flywheel, with its cast-iron rim and wooden spokes, made 90 r.p.m. and the roll train 45 r.p.m. In 1870, our company installed our first steam-driven plate mill two-high rolls, 84 in. long. In these early mills the hot metal was manipulated by hand.

Jan 1, 1920