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By W. J. Kroll

Jan 1, 1960

By C. B. Dudley

In October, 1878, and again in February, 1881, I had the honor to make public, through the medium of the American Institute of Mining Engineers, the results of an extended study of steel rails which had been in service, and which mere taken for the purpose from the tracks of the Pennsylvania Railroad Company. These studies appeared in three papers. In the first of these papers the question. what kind of steel is least liable to fracture or disintegration in the track, was the principal one considered. In the second paper the question discussed was, does the power of steel to resist wear increase with the hardness ? In the third paper the relation between wear and the chemical and physical properties of the metal was the principal point considered. The general results arrived at, or the cooclusions reached, were, as follows: 1. That a mild steel is less liable to fracture, and if properly made, less liable to crushing or disintegration in the track than a harder steel. 2. That the wearing-power of steel in rails not only does not increase as hardness increases, but, on the contrary, diminishes; or, in other words, that a mild steel gives less loss of metal under the same service than a hard steel. These conclusions may be briefly stated in a single sentence—namely, in rails mild steel is not only less liable to fracture and disintegration in the track, but it also gives longer life, or wears more slowly under the same traffic; than harder steel. It is perhaps hardly necessary to add that by mild steel is meant steel

Jan 1, 1891

By T. B. Counselman

AFTER several years study, the Universal Atlas Cement Co. decided to rebuild its plant at Leeds, Alabama. The entire old plant, which was to operate during the new construction, was then to be scrapped with the exception of two kilns. The quarry was to be mechanized, new and larger kilns installed, with the most modern type of equipment all through the plant. Raw grinding operations at all of the Universal Atlas plants were dry. However, the dust hazard of this operation and the growing emphasis on occupational diseases made wet grinding attractive. Coal at Leeds is cheap, so that a slightly higher coal practice was unimportant. Power was cheap, so that waste-heat boilers were not desirable. Since new kilns were to be installed, these could be made long enough to make filters unnecessary. Wet raw grinding could be either the old practice of open-circuit compartment mills or closed-circuit grinding in accordance with metallurgical practice. The latter saved power and steel wear and saved initial investment. This had been demonstrated in cement plants. Also, the elimination of tramp oversize was a most important advantage. Ease of chemical control was another factor. Blending in the thickener, with elimination of slurry mixers had been found practicable. Therefore, if wet raw grinding were used at all, the advantages were clearly in favor of closed-circuit grinding. Detailed layouts of the most modern possible closed-circuit dry-grinding plant and of a closed-circuit wet-grinding plant were prepared, and careful estimates were made of initial investment and operating costs. Full consideration of all the factors involved resulted in a decision to install wet closed-circuit grinding. The capacity of the new kilns was established at 4000 bbl. per day. Two new kilns were installed, each with a capacity of 80 bbl. per hour. Since 625 lb. of raw material is required to make a barrel of finished cement, the capacity of the grinding plant for the new kilns had to average only 1250 tons per day. Sufficient additional grinding capacity had to be provided for the two remaining old kilns, or their possible replacement by a third new kiln. The grinding rate, therefore, was set at 90 tons per

Jan 1, 1939

By E. H. Miller, E. J. Hall, M. J. Flak

It is well known that, with the exception of the so-called " niter-and-nails " method, all methods used for the fire-assay of salphide-ores,* especially those of iron, zinc, lead and copper, are very tedious and require the constant attention of the assayer. The objections to the niter-and-nails method are: The liability of the charge to boil over, due to the presence of the' niter; the low results in silver (uncorrected); and the frequently large discrepancy between the actual weight of the lead button and the calculated weight. In many cases the buttons are too small to collect all of the gold and silver contained in the sample, while in others they are too large for cupellation. It was thought that, if these objections to the niter method could be eliminated, it mould give a method for the crucible-assay of sulphide-ores, and especially the low-grade ores of zinc and copper, which would be superior to any method in use at the present time. The only similar methods of assay are those of Perkins,t Rhead and Sexton,$ and Mitchell. The method of Perkins requires too much litharge for it to be a commercial success; that of Rhead and Sexton, utilizing the prelimiilary assay we found to be the best;—the charge for the final assay, however, was modified by having borax-glass added to it; also, the oxidizing power of the niter mas determined by a charge which difters from either the preliminary or the

Jan 1, 1904

By J. H. East, E. R. Maize

Probably no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. SO far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. Adjustments of Diesel Engines foR Underground Use A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn I lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:1, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Dicsel Operates hi confined places should contain less than % pct of carbon dioxide and at least 20 pct of

Jan 1, 1949

By J. H. East, E. R. Maize

INTRODUCTION PROBABLY no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines, testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. So far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. ADJUSTMENTS OF DIESEL ENGINES FOR UNDERGROUND USE A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn 1 lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:I, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Diesel operates in confined places should contain less than 1/2 pct of carbon dioxide and at least 20 pct of

Jan 1, 1947

Map

Jan 1, 1957

By J. B. Austin

Jan 1, 1945

By Norberto Dominguez

In the year 1820 a commission, assisted by Sr. C. Fernando de Ainada, was appointed by Sr. Jose Ramon Mila de la Roca to report on the condition of the mining region of Parral, in the State of Chihuahua, Mexico, where in recent years the mines of Batopilas have reached an important development under American management. The object of the inquiry was to provide Sr. De la Roca with facts to support a project for reopening mines that two centuries before had produced a large amount of silver. Although this plan failed, many facts of interest in the history of the mines were presented.. Much of the report dealt with questions that had only local application or were restricted to the conditions of labor and equipment in the opening of the nineteenth century. The historical part is presented in the following paragraphs: Abstract of the Report. Notwithstanding the difficulty of forming a just estimate of the system of mines in this mineral group in the valley of Senor Sail Jose del Parral without an examination of each of them, that which we shall say in a general way will suffice to convey an idea of their value and of the urgent necessity of reopening them. If this is undertaken, we believe the results will be of the highest consequence to the Republic, as well as to this immediate locality. The group of the Villa del Parral covers the mineral territory in which the village of that name was located. Its moantains contain large metallic veins, from which, as from the trunk of a tree, depend others much more slender, locally called ,fibras, crossing and interlacing each other in many directions. The first and oldest of these very rich deposits of gold

Jan 1, 1902

By S. Stutz

Coal, like most other minerals, only exceptionally occurs in a sufficiently pare state to he directly available for general manufacturing purposes. And even where this is the case, the small coal or slack is usually more impure than the lump coal, as the slate, clay, etc., from the roof and bottom of the vein become mixed with it in the handling it undergoes. These impurities often exceed ten or more per cent. in addition to the impurities of the coal itself. The most common impurities of the coal are slate, or shale, clay, and sulphur. The latter occurs in different forms, but moat frequently as bisulphide of iron, or iron pyrites, and as sulphate of lime, or gypum. In both cases the impnrities add greatly to the amount of ash, and where they are present in considerable quantities the raw coal, and still more the coke made from it, is unfit for the manufacture of iron. Coke will coutain on an average at least fifty per cent. more ash and sulphur than the ram coal from which it is made. To the manufacturer of iron every additional per cent. of ash which his coal or coke contains is a source of additional expense, seemingly small, and yet very important in the aggregate. In the blast-furnace, for instance, the ash must be heated up to the melting-point, and, since it is composed largely of refractory substances, the consumption of carbon in melting it will be equal to at least one-half of its weight; that is, a certain part of tile coke is consumed for the melting and fluxing of the ash and is lost. Besides this, it is well enough known to the iron-master that coke containing lees ash makes the &lag or cinder more liquid and less incliner1 to stick to the walls of the furnace. Fuel containing much sulphur produces generally a white iron, poor in carbon, while from the same ore arrd flux, with a pure fuel, a good foundry iron might be obtained. The work of separating slate, sulphur, etd, from the coal has as yet only been successfully accomplished by the washing process. This process depends for its success on the differences in the specific

Jan 1, 1881

By R. M. Brick, Arthur Phillips

The Institute of Metals Division Lecture in 1936, given by R. F. Mehl, on diffusion in solid metals1, was introduced with the statement that "the phenomena of diffusion are intimately related to many basic problems of the metallic state, but in addition to this the process of diffusion is of first importance practically." In view of the scope of that lecture, it does not seem necessary to review the importance, history or present status of diffusion problems. One aspect of the subject of diffusion that has received little attention became of some immediate importance in the course of a study on segregation. When a solid solution alloy freezes, the familiar mechanism of solidification requires that the first nuclei formed be low in solute concentration, with a resultant normal segregation or coring effect during freezing. Theoretically, musion of solute atoms during solidification should result in a homogeneous solid solution. Actually, of course, it is impossible in most binary alloys to obtain a cooling rate that will permit diffusion to eliminate coring in the freezing dendrites. For a given alloy, the extent of diffusion attained up to the point of final solidification will determine the degree of enrichment in solute atoms of the final liquid phase. The flow of this liquid into dendritic contraction channels and the solute concentration of the liquid seem to be the determining factors as to whether the final gross segregation is normal, inverse or absent. The purpose of the present study of diffusion was to determine to some extent the separate diffusion rates of copper and magnesium into pure aluminum with a view to clarifying previous results on segregation in these alloys; i.e., the fact that under similar freezing conditions aluminum-copper alloys segregate inversely and aluminum-magnesium alloys segregate normally. Of concomitant interest were the questions of the homogenization times required for segregated ingots or partially melted, i.e., "burnt," structures, and the solution heat-treatment times required for cast, hardenable aluminum-copper and aluminum-magnesium alloys, for worked and annealed structures, and so forth.

Jan 1, 1937

By Warren B. Weeks

The year 1940 saw an increase of 20 per cent in oil production over the previous year—compared with a 16 per cent increase the previous year. In all, 25,790,380 bbl. were produced, an increase of 4,414,150 bbl, over 1939 and the largest production figure for south Arkansas since 1928. The older settled production continued to decline. Magnolia accounted for most of the increase, with aid from the other recent deep fields. During the year, 169 wells were drilled, 79 fewer than in the previous year. Of 131 wells drilled in proven fields, 18 were dry. Three of the 38 wildcats were pool openers. The drilling depth record was increased from 9028 to 9550 feet. Trend of Prospecting For the first time since 1936, the search for oil in the deep Smackover limestone slackened perceptibly; g dry wildcats ended in Smackover, 2 in. the underlying Eagle Mills; 7 penetrated Paleozoic beds, while 9 ended in Hosston, 2 in Glen Rose, 2 in Paluxy and 4 in Gulf. Geology The wells listed in Table 2 either resulted in the discovery of new oil pools or, because of their depth or location, afforded impor-tant stratigraphic or structural informa-tion. Fig. I is a general columnar and stratigraphic section showing the relation-ship of the strata within the Comanche series. The nomenclature shown was ac-cepted by the Shreveport Geological Society. It was subsequently published by Imlay,l who indicated probable correlations with other areas and presented evidence for the possible Jurassic age of the under-lying Cotton Valley and Smackover formations. New Fields Pouke.—On June 10, 1940, the Louark Producing Co. completed its No. I Sturgis, sec. I, T. 17 S., R. 27 W., in central Miller County, producing between 3583 and 3607 ft. in the upper part of the Paluxy forma-tion. The well flowed I00 bbl. of 3r.4' gravity oil per day through Ns-in. tubing choke. This discovery resulted from seismograph work. Six other wells were drilled in the area, none of which found production in the original sand. One of these wells is producing from a sand 50 ft. deeper in the section. The others were abandoned. No further development is in prospect. Production is from lenticular sands of the upper Paluxy; 45,556 bbl. had been pro-duced by the end of 1940. There is structural closure against a fault to the northwest. McKanzie.—The Atlantic Refining Com-pany's No. I Bodcaw Lumber Co., sec. 29, T. 17 S., R. 23 W., eastern central La-fayette County, was completed June 8, 1940, as the eighth and farthest west of the Smackover (Reynolds o6lite) limestone pools. The well flowed 10 bbl. an hour of 58.6' gravity distillate through an 1 1/64 Ma-in. tubing choke, with a gas-oil ratio of 8400:I.

Jan 1, 1941

By Warren B. Weeks

The year 1940 saw an increase of 20 per cent in oil production over the previous year—compared with a 16 per cent increase the previous year. In all, 25,790,380 bbl. were produced, an increase of 4,414,150 bbl, over 1939 and the largest production figure for south Arkansas since 1928. The older settled production continued to decline. Magnolia accounted for most of the increase, with aid from the other recent deep fields. During the year, 169 wells were drilled, 79 fewer than in the previous year. Of 131 wells drilled in proven fields, 18 were dry. Three of the 38 wildcats were pool openers. The drilling depth record was increased from 9028 to 9550 feet. Trend of Prospecting For the first time since 1936, the search for oil in the deep Smackover limestone slackened perceptibly; g dry wildcats ended in Smackover, 2 in. the underlying Eagle Mills; 7 penetrated Paleozoic beds, while 9 ended in Hosston, 2 in Glen Rose, 2 in Paluxy and 4 in Gulf. Geology The wells listed in Table 2 either resulted in the discovery of new oil pools or, because of their depth or location, afforded impor-tant stratigraphic or structural informa-tion. Fig. I is a general columnar and stratigraphic section showing the relation-ship of the strata within the Comanche series. The nomenclature shown was ac-cepted by the Shreveport Geological Society. It was subsequently published by Imlay,l who indicated probable correlations with other areas and presented evidence for the possible Jurassic age of the under-lying Cotton Valley and Smackover formations. New Fields Pouke.—On June 10, 1940, the Louark Producing Co. completed its No. I Sturgis, sec. I, T. 17 S., R. 27 W., in central Miller County, producing between 3583 and 3607 ft. in the upper part of the Paluxy forma-tion. The well flowed I00 bbl. of 3r.4' gravity oil per day through Ns-in. tubing choke. This discovery resulted from seismograph work. Six other wells were drilled in the area, none of which found production in the original sand. One of these wells is producing from a sand 50 ft. deeper in the section. The others were abandoned. No further development is in prospect. Production is from lenticular sands of the upper Paluxy; 45,556 bbl. had been pro-duced by the end of 1940. There is structural closure against a fault to the northwest. McKanzie.—The Atlantic Refining Com-pany's No. I Bodcaw Lumber Co., sec. 29, T. 17 S., R. 23 W., eastern central La-fayette County, was completed June 8, 1940, as the eighth and farthest west of the Smackover (Reynolds o6lite) limestone pools. The well flowed 10 bbl. an hour of 58.6' gravity distillate through an 1 1/64 Ma-in. tubing choke, with a gas-oil ratio of 8400:I.

Jan 1, 1941

By Edmund D. North

In making a glass model of mine-workings, each mine will present some little individualities, to meet which will call for the exercise of special ingenuity. Having made several models, I offer the following details of the model of the Montana-Tonopah mine-workings, believing that with small changes for different conditions the method described can be successfully used in making a glass model of the workings of any mine. The model, Fig. 1, has the top, one end, and the front removed. The case is made of kiln-dried pine, painted with several coats of dead-white paint. It is made to take sheets of glass 24 by 42 in. in size, and is 18 in. high, the workings shown being on a scale of 1 in. = 40 ft., or 4800 : 1 scale. The base is made of four pieces of 2-in. material, well pinned and glued together. The back, of material 1 in. thick, is secured rigidly to the base by screws and countersinking. The four posts, 1.5 in. square, are so cut that the front and two ends of the model fit in flush with the outside edges of the posts. The top rails, 1 in. square, are fastened rigidly to the front and back posts by means of small iron braces. The ends, front, and top of the case are of 0.5-in. material; the ends and front are held in place at the bottom by pegs fitting into the base ; at the top the ends are held by buttons and the front by cupboard-hooks on the inside. Hinged hasps on the cover, fitting over staples in the end-pieces, make it easy to lock the entire case. Before the back is fastened to the base, it is cut with horizontal and vertical grooves to receive the horizontal and vertical sheets of glass, shown clearly in Figs. 1 and 2. The horizontal grooves, spaced to scale, represent the vertical distances between the levels at the shaft. The vertical grooves are placed wherever cross-sections of the workings are desired.

Jan 1, 1910

Map

Jan 1, 1958

By Fred D. DeVaney

Probably no ferrous metallurgical process has ever found such ready acceptance and rapid expansion as the pelletizing of iron ores. The process was first commercialized in the early 1950's and since then it has grown to the point where the amount of material pelletized worldwide will approach 100 million tons in 1971. The term agglomeration is used to describe any process by which fine material is formed into larger shapes or agglomerates and includes, in addition to pelletizing, such processes as sintering and briquetting. Sintering cannot be used to efficiently agglomerate iron materials containing a high percentage of 100-mesh fines but the method has been widely used over many decades for agglomerating flue dust, mill scale and iron ore finer than 3/8 in.

Jan 1, 1971

By AIME AIME

This volume, in the preparation of which all former annual or collective indexes have been not only compiled but revised, is published for the special benefit of all who do not possess complete sets of the Transactions. And it is published at this particular time, as part of a plan by which it is hoped that the Library of the Institute, which, through liberal donations, has become unexpectedly comprehensive and valuable, may be made useful throughout the world. Thus, any person possessing this Index can ascertain at once what has been published in the Transactions on a given question, and can learn, by writing to the Secretary, what is its nature, whether it is still to be had in pamphlet form, where it can be consulted in a public library, at what cost it can be copied by hand, etc., etc. In short, to those who own complete sets of the Transactions, this Index will be a great convenience; but to those who do not, it will be a professional necessity. The edition now in press is limited, and orders received will be supplied according to date.

Jul 1, 1907

By G. Bhat, J. F. Libsch

lsoembrittlement curves depicting the influence of time and temperature in the range 800' to 1260°F (425' to 680°C) on the development of embrittlement in a commercial chromium alloy steel and a commercial molybdenum alloy steel are presented. Two distinct regions of embrittlement occur in the chromium alloy steel: I—at 800' to 1000°F (425' to 540°C) and 2—in the region just below the lower critical temperature. Embrittlement is most pronounced at 800' to 1000°F, decreasing very rapidly with increasing temperature above this region, only to increase again as the lower critical temperature is approached. The data suggest two distinct modes of embrittlement with possible superposition of the two modes at extended embrittling times in the temperature range 1100° to 1150°F (590' to 620°C). While the molybdenum alloy steel shows little susceptibility to embrittlement at 800' to 1000°F (425' to 540°C), considerable embrittlement may occur just below the lower critical temperature. THE subject of temper embrittlement in alloy steels has received considerable attention in the last few years. Points of view on the mechanism of embrittlement differ, however, resulting in part from the incompleteness of the data developed and in part from the speculation regarding the susceptibility of plain carbon steel to temper embrittlement. Libsch, Powers, and Bhat1 carried out short-time embrittling treatments on an AISI 1050 steel and demonstrated that hardened plain carbon steels are quite susceptible to embrittlement when tempered in the range from 850°F (455°C) to the lower critical temperature. The isoembrittlement diagram,' representing the embrittling characteristics of this steel, is reproduced in Fig. 1. It is evident from the shape of the curves shown that embrittlement in plain carbon steel increases progressively with both temperature and time in the embrittling range. A comparison of the isoembrittlement diagram for AISI 1050 steel with that presented by Jaffe and Buffum' for an SAE 3140 steel shows that up to 930°F (500°C) the isoembrittlement characteristics of the plain carbon steel are similar to those of SAE 3140 steel, although the embrittlement is much more severe in the latter steel. Above 930°F (500°C), the rate of embrittlement in the plain carbon steel increases continuously with increasing temperature; whereas, in the SAE 3140 steel, the embrittlement rapidly decreases. The influence of alloying elements upon embrittlement during tempering thus appears to cause a decrease in embrittlement above the region of maximum embrittlement, i.e., 850" to 1000°F. The question naturally arises as to what effect individual alloying elements have upon the embrittling characteristics of the plain carbon steel. Current knowledge on the influence of alloying elements on temper brittleness may be found in the review papers of Hollomon" and Woodfine. Hollo-mon," from the results of other investigators, has shown that, in general, the amount of embrittlement increases with increasing alloy content (except for molybdenum and possibly tungsten and columbium). Jaffe and Buffum," by a comparison of the embrittlement in a plain carbon steel with that of a SAE 3140 steel postulated that the presence of alloying elements in moderate amounts tends to retard the development of temper brittleness. It is difficult to determine what effect chromium has upon temper brittleness, since most of the information available has been based on the combined effect of other elements with chromium, particularly nickel and manganese. However, Wilten, and recently Jolivet and Vidal,' Vida1, and Woodfine have reported that chromium steels are temper brittle, that the embrittlement is reversible with a maximum rate of embrittlement at approximately 975°F (525"C)," and that the susceptibility increases with increasing amounts of chromium. Taber, Thorlin, and Wallacel" have found a large embrittling effect with increasing chromium content in a medium C-Mn-Ni steel. But Hultgren and Chang," from their experiments conducted on synthetically prepared ternary Fe-C-Cr alloys, could not conclude that these alloys are susceptible to temper embrittlement. However, on addition of manganese or phosphorus, these Fe-C-Cr alloys became susceptible, from which fact they concluded that the embrittlement developed in chromium-bearing Fe-C alloys is due chiefly to the presence of these elements. Considerable data are available to show that molybdenum decreases the susceptibility of steel to temper embrittlement. However, its effectiveness in preventing or decreasing embrittlement appears limited to its presence in small amounts. Vidal" has shown that a plain 2 pct Mo steel was susceptible. Hultgren and Chang" also have shown that molybdenum additions in excess of 2 pct to synthetically prepared Ni-Cr steels did not prevent embrittlement. Jolivet and Vidal' and Lea and Arnold found that molybdenum reduced temper brittleness. Lea and Arnold further stated that molybdenum decreased the rate of embrittlement rather than the total amount of embrittlement, whereas Preece and Carter" have shown that the presence of molybdenum greatly reduces the equilibrium extent of the change at a given temperature but does not appear to influence the rate of embrittlement. There appears to be very little information as to how molybdenum by itself affects the temper brittleness susceptibility of a plain carbon steel.

Jan 1, 1956

By W. L. Saunders

This paper deals specifically with heading-driving as distinguished from the broader term tunnel-driving. A heading is a pilot or path-finder for the main tunnel. Some headings are complete tunnels in themselves; that is, conditions at times warrant driving a heading the full diameter of the proposed tunnel. A tunnel 10 ft. in diameter might be driven to advantage through a single heading, provided the nature of the material admits, but it usually pays to drive rock tunnels of large diameter through the heading-and-bench system. Much depends upon the material, as in soft ground tunnels of much larger diameter are driven in a single heading. In mines, the tunnels, drifts, cross-cuts, adits, etc., are usually of small diameter, hence the driving of headings applies to completed tunnels in mining-work, except, of course, in cases like drainage-tunnels and main entries leading into coal-mines, where conditions call for tunnels of large diameter, approximating those driven for railway-service. In building aqueducts the tunnels are driven from 6 to 8 ft. in diameter up to 15 or 20 ft., while in railway-service the dimensions vary from 18 to 30 ft. in diameter. There is no department of rock-excavation so difficult as that of heading-driving. This work also belongs to the most expensive class in rock-excavation. A heading is driven directly in the solid. There are no lines of lesser resistance towards which to direct the energy of the blast, but the material must be blown out by main force. The completion of the heading simplifies all the rest of the work of excavation. It is easy, for instance, to enlarge a heading either from above, below or on the sides, by breaking towards the open face through holes approximately at right angles to the axis of the heading; or the enlargement sometimes takes place by holes driven outside of the heading running approximately parallel with it, the rock

Jan 1, 1910

Succession of Minerals and Temperatures of Formation in Ore Deposits of Magmatic Affiliations BY WALDEMAR LINDGREN (Tech Pub 713 10,000 words ) The paper presents data accepted by many geochemists and geologists regarding the succession of minerals and the temperatures of formation in ore deposits affiliated with igneous rocks It also presents the individual views of the author on the composition of the solutions that were active and on the mode of deposition He does not regard these views as speculations or hypotheses but as forming a well motivated and con¬sistent theory It is not certain, however, that all investigators will subscribe to them The mining engineer may not always be interested in the field of stability and tempera¬ture of origin in the mineralogy of ore deposits, but he certainly is interested in the succession of minerals because this has a definite bearing on the understanding of the ores and on the best processes of extraction The author, therefore, summarizes in plain language the principal features of succession as shown in metallic ores

Jan 1, 1937