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By W. A. Wood, W. H. Reimann

A study is made of the creep that can be induced in armco iron at room temperature by superposing small amplitudes of alternating torsion on a tensile creep load. It is shown that the creep differs from that in comparable tests on copper in being trmsient only. At the same time, though transient, the creep can produce extensions of some 10 pct under creep loads less than the tensile yield stress of the material. The creep can be largely suppressed b$ applying cyclic strain of suitable amplitude before applying the creep load and the metal thereby stabilized. At room temperature, plastic flow in a metal under steady load is normally limited by strain-hardening processes. However, if a small cyclic stress is superposed on the steady load these processes may be more or less neutralized and, as shown in recent investigations,'-4 plastic flow may continue. In this way annealed copper, for example, can be induced to creep continuously to fracture under loads as small as 1 tsi. Dislocation mechanisms possibly responsible for this room-temperature creep have been usefully reviewed by Feltner.But discussion so far has been based mainly on creep as it is found in close-packed metals initially in the annealed state, and their behavior may not be general. In fact, recent work shows that the form of creep in annealed copper is different from that even in cold-worked copper;7 the creep thus depends on the dislocation pattern already in a metal as well as on the metal itself. This paper describes the creep in annealed armco iron, tested in the same way as the above-mentioned copper. One object was to see how creep in a typical bcc metal compared with that in the annealed close-packed metals. Another object was to utilize the fact that a bcc metal like iron has a more pronounced elastic range than close-packed metals like copper and to find to what extent the creep load or superposed cyclic stress had to exceed their re-

Jan 1, 1964

By J. H. Waxweiler, L. C. Ikenberry, R. J. Bendure

Carbon which is present as insoluble carbides in austenitic stainless steels can be measured quantitatively by dissolving the steel in iodine-methanol and analyzing the residue for carbon. Severe sen-sitization was observed in Type 302 due to precipitation of only 0.003 pet carbon. Both cold work and the presence of delta ferrite caused a marked acceleration in rate of carbide precipitation. Carbide precipitation rates in 17-7 PH were stzulied for the austenite conditioning and also the aging heat treatment. CARBON and its compounds exercise a major influence on the properties of stainless steels and their response to thermal treatment. Sensitization in 18-8 type stainless steels has been the subject of numerous investigations throughout the years. Bain, Aborn, and utherford," and Binder, Brown, Frankss all studied the effects of heating austenitic stainless steels in the temperature range of 1000° to 1500°F. The primary purpose of most of these studies was the investigation of susceptibility to in-tergranular attack in acids due to these sensitizing heat treatments. Intergranular precipitation of carbides was always associated with intergranular attack but it was recognized2 that severe attack could occur with but minute quantities of precipitated carbide. Mahla and ielsen utilized the electron microscope to make a significant contribution in illustrating the appearance and method of growth of chromium carbides during sensitizing heat treatments. However, as they stated, their studies of residues could not be used to obtain a quantitative measurement of the amount of carbon which was actually precipitated. The aim of the present investigation was to devise a relatively fast, simple method for the quantitative measurement of carbides in stainless steel. EXPERIMENTAL WORK The initial investigations were made to determine the best means of separating carbides from the matrix. A number of dissolving media were tried using both chemical and electrolytic attack. Qualitative examination of the extracted residues by X-ray diffraction indicated that solution in iodine-methanol would furnish a good means of separation. Consequently, further work was pursued along this line. The method is quite simple. The sample in the form of millings or nibblings is dissolved in iodine-methanol solution at room temperature (6-g iodine, 25-ml methanol per g of sample). The insoluble residue containing the carbides is separated by suction filtration through an ultra-fine glass filter disc. This is a very fine filter medium that will retain particles as small as 0.1 to 0.2 p in diameter. After washing with methanol and drying, the filter disc and residue are placed in a conventional combustion carbon-tube furnace and the carbon determined gravimetrically. Using this technique it was found that reproducible insoluble carbon values were obtained. However, since such small amounts of insoluble carbon were obtained on Type 302 after sensitizatipn at 1250°F and 1500°F, the values were confirmed by a second method. In the second method the sample was dissolved with copper potassium chloride and filtered through a millipore paper. This treatment dissolves the matrix but leaves undissolved practically all of the carbon irrespective of how it is present in the steel. The amount of insoluble carbon present as chromium carbide is determined by calculation from the analysis of the residue for chromium and iron. The derivation of the formula used for this calculation is discussed later. The values obtained by the indirect copper-potassium-chloride method were in agreement with those obtained by the iodine-methano1 method. See Table I. It should be pointed out that the sensitivity of the direct combustion method is not too high when the amount of carbide present is small. This is due primarily to inherent blanks and to analytical errors such as weighing. For this reason it cannot be stated with any degree of certainty that there is a significant difference between values of 0.002 and 0.005 pct. Having confirmed that the iodine-methanol extraction gave a quantitative measurement of the precipitated carbides in Type 302, exploratory tests were conducted on Armco 17-7 PH stainless steel. Samples from commercial Heat 54807 were solution annealed at 2000°F, water quenched and heated at 1250" and 1500°F, and water quenched. The analysis of Heat 54808 is as follows:

Jan 1, 1962

By Murray F. Hawkins, Marion L. Kimmel

sage' appears to have been the first (1933) to design a rolling ball viscosimeter for the express purpose of measuring the viscosity of oils with natural gas in solution, i.e., under reservoir conditions. In 1940 Hocott and Buckley' further refined the rolling ball instrument in both design and method of operation, and their instrument, known as the Humble type, was the forerunner of present day viscosimeters used in petroleum production and research laboratories. They also initiated the technique of charging the viscosimeter with a sample directly from a bottom hole sampler. In 1948 the committee on engineering research 01 the Petroleum Division of the AIME in Part 3 (1) of

Jan 1, 1955

By A. Aly Selim

A computer model was developed to calculate the fragmentation cost for in situ leaching operations as a function of the blast design and deposit parameters. The model is based on blasting an ore zone only or an ore zone plus overburden by either a coyote blast or a vertical blasthole system. The model calculates the blast design parameters and the fragmentation cost based either on a user input powder factor value or on a powder factor calculated by the model as a function of the overburden height and the ore zone thickness. Examples of blast design parameters calculated by the model are the number and spacing of blastholes for a vertical blasthole system and the number and spacing of crosscuts for a coyote system. The model also calculates the total amount of explosives, the detonating cord length, and the number of primers. The cost of blasthole drilling can be calculated by the model based either on purchasing and operating a drill or on a user input value of the contracted cost of drilling. Application of the model to an example ore deposit showed that the vertical blasthole systems were more economical than the coyote system when there was no overburden and the deposit had an average ore thickness less than 45 meters. With no overburden and ore thickness greater than 45 meters, the vertical blasthole system was either more or less expensive than the coyote system depending on the number of levels used in the coyote system. With overburden, the coyote system was less expensive than the vertical blasthole system for blasting either the ore only or the ore plus the overburden. A coyote blast will usually produce larger particle sizes than a vertical blasthole system. Larger particle sizes can result in lower copper recoveries so that a less expensive coyote blast may not improve the overall economics of an in situ leaching operation. Blasting the ore zone only was generally less expensive than blasting the ore plus the overburden by either blasting system. Also, for the example considered, the coyote system costs were less sensitive to changes in overburden thickness and powder factor while the vertical blasthole system costs were less sensitive to changes in ore thickness.

Jan 1, 1977

Discussion of the paper of Robert R. Abbott, presented at the New York Meeting, October, 1913, and printed in Bulletin No. 82, October, 1913, pp. 2389 to 2400. ALBERT SAUVEUR, Cambridge, Mass.:-Mr. Abbott has certainly made a strenuous effort to ascertain the influence of the various elements on the absorption of carbon by steel-a subject of great importance to those dealing with the case hardening of that metal. Because of the extensive and careful character of Mr. Abbott's experiments, one is all the more disappointed that his results, as he himself recognizes, are not more satisfactory; for, indeed they leave us just about where we were,-still entertaining uncertain views in regard to the carbon-absorbing power of various alloy steels. It might be asked whether Mr. Abbott's method of estimating the amount of carbon absorbed-namely, by weighing the specimens before and after the carburizing treatment-was the best one to select. Are not serious sources of error. inherent to such procedure because of the difficulty of satisfactorily removing the earburizing material attached to the specimen ? The method of least squares has certainly failed to solve the problem satisfactorily. By manipulating Mr. Abbott's results in a different manner I have obtained the following expression: P = 100 - 50 C - 7 Ni + 20 Cr, in which P represents the carbon-absorbing power; C, the percentage of carbon; Ni, that of nickel; and Cr, that of chromium. It is assumed that the carbon-absorbing power of pure iron, or what might be called its carburizability, is represented by 100. Applying the formula, for instance, to a steel containing 0.15 per cent. C, 3 per cent. nickel, and 0.50 per cent. chromium, its carbon-absorbing power would be 100-50X0.15-7X3+20X0.50=81.50; that is, 81.50 per cent. of the carbon-absorbing power of pure iron.

Jan 12, 1913

By A. N. Mitinsky

(San Francisco Meeting, September, 1915) THE theory of elasticity, the science of the strength of materials, and all our calculations regarding engineering structures are based on Hooke's law, that in loaded bodies the deformations are, proportional to the load producing them. Without this law it would be impossible to design intelligently engineering structures such as bridges, frames, axles, etc. This being the case, the proportional limit,1 that is, the point at which deformation ceases to be proportional to load, is the most important factor in engineering design. Further, the working fiber stress should be fixed in reference to the proportional limit instead of, as is usual, in reference to the ultimate strength. The incorrect use of the ultimate strength instead of the proportional limit in setting the working fiber stress is probably clue to two reasons: (1) it is a more delicate operation to measure the proportional limit; (2) it is usually -assumed, though incorrectly, that the proportional limit is determined by the ultimate -strength. In Germany the point at which permanent set first appears is often taken instead of the proportional limit. The two points will coincide if Gerstner's law, that elastic deformations are proportional to the loads producing them both before and after permanent set, is true; and the limit of proportionality and the elastic limit or point of permanent set will both 'be represented on a stress-strain diagram, by the point at which the line ceases to be a straight line and becomes curved-or changes its inclination. It is to be further noted that the difference in definition between proportional limit and elastic limit introduces a difference in methods of determination in the testing laboratory. The German method of determining. the elastic limit by alternately loading and unloading

Jan 8, 1915

By Sam F. Harrison

Most hydraulic system malfunctions make their presence known by sending out warnings that are loud and clear to the initiated mechanic, according to Aeroquip Corp. service engineers. To detect problems in many systems, they suggest that the use of four senses-sight, smell, hearing and touch-and a knowledge of how to interpret the information gathered are all that's needed to identify hydraulic malfunctions.

Jan 3, 1978

By E. W. Engle

For several years the Fansteel Products Co. has been engaged in e production and development of various of the rarer metals. It is at present engaged in the commercial production of tantalum, tungsten, and molybdenum in a very high state of purity. The information contained in this paper is partly a general compilation from various sources and partly information obtained as a result of recent years of work in the laboratory of this company. Tantalum, tungsten, and molybdenum form a group peculiar to themselves among the commercially available metals. Their very high melting points (tantalum 2770' C., tungsten 3350' C., and molybdenum 2550" C.) set them apart so far as the metallurgical processes for their production are concerned. Further, when properly prepared and treated they will stand a somewhat unusual degree of cold work, that is work below the temperature at which marked crystal growth takes place. Such cold-worked metal may show a high tensile strength; tantalum to 130,000 lb. per sq. in., tungsten to 490,000 lb., and molybdenum to 260,000 lb., in the form of fine wire. In physical appearance, these metals are not unlike some steels; they may be better described by saying that polished tantalum somewhat resembles lead; polished tungsten, iron; and polished molybdenum, nickel. The polished surfaces of all three remain untarnished in ordinary air. Air containing corrosion-producing impurities will, in general, show molybdenum the least resistant to corrosion and tantalum the most resistant. Molybdenum has, however, a high degree of resistance to corrosion by hydrochloric acid, a property that should render it of commercial interest. On the other hand, it is markedly attacked by some of the weaker organic acids. The three metals oxidize rapidly when heated at or above a dull red in air. This feature limits their use in many applications where their high melting point and strength make them appear usable. Tungsten and molybdenum, at red heat, are quite inert to hydrogen and nitrogen; while tantalum has a rather remarkable affinity for all the ordinary gases, which results in its becoming embrittled in their presence. This

Jan 1, 1925

By H. Engelmann

THE very extensive development of a brown coal formation, in the region of the Rocky Mountains, is well known to all of you. The existence of these coals was known years ago, but they were of no practical importance until within a few years, when the mineral wealth of that country began to be developed and railroads were built. As their qualities became better known, their adaptability to domestic manufacturing and metallurgical purposes was more appreciated. They are still much undervalued, although they are mined at some points on a very extensive scale. A large portion of this coal formation is of cretaceous age, while it appears to extend into the tertiary epoch; but whatever difference there may be in the ages of these coals of different localities, they all have some common characteristics which distinguish them from our Eastern stone coals of the

Jan 1, 1876

By H. Engelmann

The very extensive development of a brown coal formation, in the region of the Rocky Mountains, is well known to all of yon. The existence of these coals was known years ago, but they were of no practical importance until within a few years, when the mineral wealth of that country began to be developed and railroads were built. As their qualities became better known, their adaptability to domestic manufacturing and metallurgical purposes was more appreciated. They are still much undervalued, although they are mined at some points on a very extensive scale. A large portion of this coal formation is of cretaceous age, while it appears to extend into the tertiary epoch; but whatever difference there may be in the ages of these coals of different localities, they all have some common characteristics which distinguish them from our Eastern stone coals of the

By Shiou-Chuan Sun, R. E. Zimmerman

An evaluation of the mechanism surrounding the froth flotation of coarse coal and mineral particles as a result of experiments conducted at The Pennsylvania State College. Maximum size ranges for both bituminous and anthracite coals were established as well as the factors affecting the floating of coarse particles. CONSIDERABLE interest is developing in the froth flotation of coal and the maximum particle sizes which can be treated by such method. The economic necessity of recovering extreme coal fines and slurries plus the restrictions being placed upon stream pollution have brought about many new and prospective installations of flotation plants. Most coal slurries or silts have a wide size range, some sizes of which may be unsuitable for effective froth flotation. This fact also enters into the froth flotation of other minerals and the principles that SHIOU-CHUAN SUN and R. E. ZIMMERMAN, Members AIME, are Assistant Professor and Division Chief, respectively, Division of Mineral Preparation, The Pennsylvania State College, State College, Pa. Joint AIME-ASME Fuels Conference, French Lick, October 1949. TP 2843 F. Disccussion (2 copies) may be sent to Transactions AIME before June 30, 1950. Manuscript received Sept. 12, 1949. apply to coal would also apply to minerals in general. A series of experiments were made by the authors for the purpose of investigating factors influencing the froth flotation of coarse mineral particles and an attempt has been made to evaluate those factors. This paper presents the results of a study of the froth flotation of coal particles in the size range greater than 35 mesh. During the study a "multi-bubble" hypothesis has been developed to explain the various phenomena observed in the behavior of coarse particles in froth flotation of coal. The terms coarse, intermediate, and fine particles as used in this paper are arbitrary and differ for various minerals. For coal alone the term intermediate particles means that the particle size is within the range of 35 and 200 mesh of Tyler sieve sizes. Sizes of coal particles coarser and finer than this size range are termed respectively as coarse and fine particles. Methods of Conducting Flotation Experiments: All of the flotation tests, except those shown in table 1, were carried out in a laboratory Fagergren flotation machine, using 300-a samples of solids for each test. All mineral samples we; prepared from selected lumps of high purity by crushing, grinding, and screening to the desired sizes. Except coals, all the other samples were cleaned through magnetic

Jan 1, 1951

By R. E. Zimmerman, Shiou-Chuan Sun

An evaluation of the mechanism surrounding the froth flotation of coarse coal and mineral particles as a result of experiments conducted at The Pennsylvania State College. Maximum size ranges for both bituminous and anthracite coals were established as well as the factors affecting the floating of coarse particles. CONSIDERABLE interest is developing in the froth flotation of coal and the maximum particle sizes which can be treated by such method. The economic necessity of recovering extreme coal fines and slurries plus the restrictions being placed upon stream pollution have brought about many new and prospective installations of flotation plants. Most coal slurries or silts have a wide size range, some sizes of which may be unsuitable for effective froth flotation. This fact also enters into the froth flotation of other minerals and the principles that SHIOU-CHUAN SUN and R. E. ZIMMERMAN, Members AIME, are Assistant Professor and Division Chief, respectively, Division of Mineral Preparation, The Pennsylvania State College, State College, Pa. Joint AIME-ASME Fuels Conference, French Lick, October 1949. TP 2843 F. Disccussion (2 copies) may be sent to Transactions AIME before June 30, 1950. Manuscript received Sept. 12, 1949. apply to coal would also apply to minerals in general. A series of experiments were made by the authors for the purpose of investigating factors influencing the froth flotation of coarse mineral particles and an attempt has been made to evaluate those factors. This paper presents the results of a study of the froth flotation of coal particles in the size range greater than 35 mesh. During the study a "multi-bubble" hypothesis has been developed to explain the various phenomena observed in the behavior of coarse particles in froth flotation of coal. The terms coarse, intermediate, and fine particles as used in this paper are arbitrary and differ for various minerals. For coal alone the term intermediate particles means that the particle size is within the range of 35 and 200 mesh of Tyler sieve sizes. Sizes of coal particles coarser and finer than this size range are termed respectively as coarse and fine particles. Methods of Conducting Flotation Experiments: All of the flotation tests, except those shown in table 1, were carried out in a laboratory Fagergren flotation machine, using 300-a samples of solids for each test. All mineral samples we; prepared from selected lumps of high purity by crushing, grinding, and screening to the desired sizes. Except coals, all the other samples were cleaned through magnetic

Jan 1, 1951

By W. S. Ayres

I AM well aware that this subject is not strictly in the line of mining engineering, yet as it is a subject with which mining engineers at times have something to do, I have thought, perhaps, it might not be wholly out of place to communicate to the Institute something of the method used in determining deflection, and of its final issue. Having felt a need of some simple formula for determining the deflection of girders of uniform cross-section under any load, I have been led through the counsel of Mr. Frederick J. Slade, to whom I am indebted for many suggestions, to undertake a labor of which I shall in this paper give only some of the most important features. The results arrived at agree with those obtainable from the received formula; of Weisbach, Rankine, and others, but the expressions given by these authors, and by all others that I have at hand, are of such a form that they are not easily applied by those whose higher mathematics have become rusty from disuse, and they require, moreover, too much labor in their application to be of practical value. The general formula that I have adopted is similar to that given by Rankine, and is deflection = [mWl3 -El], in which l is the span, W the total load, E the modulus of elasticity, I the moment of inertia of the uniform cross-section of the girder, and m a factor depending for its value on the mode of distribution of the load. The problem then is to find the value of this factor m in the formula, and for some distributions of the load it leads to a number of mathematical difficulties. In this place I shall consider first the girder to be loaded symmet-

Jan 1, 1877

By W. B. Plank

The figures on enrollment in the engineering schools of the United States and Canada indicate that the total number of students in these schools for the current year, 1949-50, is about 10% less than it was a year ago. This year, 226,533 undergraduates and graduate students are studying engineering in the United States and Canada as compared with 249,913 students last year. These figures are taken from advance data in the Journal of Engineering Education for February 1950.

Jan 5, 1950

By J. W. Snavely

A practical mathematical treatment is presented for the determination and control of conveyor belt acceleration, particularly for conditions of starting where vertical curves are involved. A typical sample problem is analyzed, with required calculations, to clarify the procedure. THE part that acceleration plays in starting a belt conveyor and its effect on belt conveyor design are well understood in a general way. Its practical importance is easily overlooked, however, and under some conditions, it is absolutely necessary to give the problem of acceleration detailed study. Most handbooks on conveyor belting design adequately present basic data for the determination of acceleration values. This paper will only attempt to present practical thinking and a convenient method of treatment of acceleration in belt conveyor design. Mathematical Analysis In working out the various problems of conveyor belt acceleration, the starting point, as presented by the handbooks, is the familiar formula of "force of acceleration is equal to the mass times acceleration." By expressing these fundamental quantities in terms of belt conveyor design, it is possible to arrive at the unsuspected conclusion that the acceleration time for horizontal belt conveyors is independent of the load, and instead, dependent upon the belt speed, the type of drive arrangement and drive pulley, and the idler coefficient of friction. The mathematics leading to this conclusion are shown in Table I, which has been prepared to show this derivation. While at first the conclusion just given may not seem to be reasonable, further reflection indicates that obviously the type of drive pulley and the type of drive do affect materially the tension in the conveyor belt, and thus, as clearly shown, the time of acceleration is dependent upon the factors mentioned. Inasmuch as all of the factors except time are predetermined by the belt conveyor design, it becomes relatively easy to establish the accelerating time and to reduce further this time determination to a simple graph from which the time in seconds can be read directly. Such a graph is given in Fig. 1. The table appearing on Fig. 1 should be explained further. For a given belt speed, the time of acceleration can be expressed as a percentage of the belt speed. The time of acceleration is also dependent on the drive arrangement, and changes in the drive arrangement consequently change the time of acceleration. It further follows that for a given belt speed, the time expressed as a percentage of that belt speed also changes with the type of drive. Obviously then, it becomes possible to graph the percentage of speed for .each type of drive against the belt speed and accelerating time, after which, for a given belt speed and type of drive, the time can be read directly in seconds. Two constants were established for Fig. 1, the first one being the limiting of the maximum acceleration tension to 35 pct of the full load operating tension in the belt. The purpose of this is to limit the total tension imposed upon the belt during the acceleration period to 135 pct of the full load operating tension, 'which is the amount required to start or breakaway the fully loaded belt conveyor from rest. The other constant is the friction factor used for the idler equipment, which has been established as 0.022. For installations where it is necessary to establish the values of acceleration, invariably high grade idler equipment is used, and it has been established from field experience that 0.022 for the idler friction factor is amply conservative. The use of this friction factor for idlers must be tempered with judgment, of course, for occasions will arise where more power than indicated is required to start, even with the very best of equipment, such as low temperature operations that tend to congeal the grease in the bearings and thus produce additional friction drag. An inspection of the table in Fig. 1 affords a convenient rule of thumb method for determining the acceleration time, which conveniently can be 5 pct of the belt speed in seconds. The 5 pct of belt speed figure is close to the average for most types of drives. In using Fig. 1 it must be emphasized that it applies accurately to horizontal belt conveyors only.

Jan 1, 1953

By J. W. Snavely

A practical mathematical treatment is presented for the determination and control of conveyor belt acceleration, particularly for conditions of starting where vertical curves are involved. A typical sample problem is analyzed, with required calculations, to clarify the procedure. THE part that acceleration plays in starting a belt conveyor and its effect on belt conveyor design are well understood in a general way. Its practical importance is easily overlooked, however, and under some conditions, it is absolutely necessary to give the problem of acceleration detailed study. Most handbooks on conveyor belting design adequately present basic data for the determination of acceleration values. This paper will only attempt to present practical thinking and a convenient method of treatment of acceleration in belt conveyor design. Mathematical Analysis In working out the various problems of conveyor belt acceleration, the starting point, as presented by the handbooks, is the familiar formula of "force of acceleration is equal to the mass times acceleration." By expressing these fundamental quantities in terms of belt conveyor design, it is possible to arrive at the unsuspected conclusion that the acceleration time for horizontal belt conveyors is independent of the load, and instead, dependent upon the belt speed, the type of drive arrangement and drive pulley, and the idler coefficient of friction. The mathematics leading to this conclusion are shown in Table I, which has been prepared to show this derivation. While at first the conclusion just given may not seem to be reasonable, further reflection indicates that obviously the type of drive pulley and the type of drive do affect materially the tension in the conveyor belt, and thus, as clearly shown, the time of acceleration is dependent upon the factors mentioned. Inasmuch as all of the factors except time are predetermined by the belt conveyor design, it becomes relatively easy to establish the accelerating time and to reduce further this time determination to a simple graph from which the time in seconds can be read directly. Such a graph is given in Fig. 1. The table appearing on Fig. 1 should be explained further. For a given belt speed, the time of acceleration can be expressed as a percentage of the belt speed. The time of acceleration is also dependent on the drive arrangement, and changes in the drive arrangement consequently change the time of acceleration. It further follows that for a given belt speed, the time expressed as a percentage of that belt speed also changes with the type of drive. Obviously then, it becomes possible to graph the percentage of speed for .each type of drive against the belt speed and accelerating time, after which, for a given belt speed and type of drive, the time can be read directly in seconds. Two constants were established for Fig. 1, the first one being the limiting of the maximum acceleration tension to 35 pct of the full load operating tension in the belt. The purpose of this is to limit the total tension imposed upon the belt during the acceleration period to 135 pct of the full load operating tension, 'which is the amount required to start or breakaway the fully loaded belt conveyor from rest. The other constant is the friction factor used for the idler equipment, which has been established as 0.022. For installations where it is necessary to establish the values of acceleration, invariably high grade idler equipment is used, and it has been established from field experience that 0.022 for the idler friction factor is amply conservative. The use of this friction factor for idlers must be tempered with judgment, of course, for occasions will arise where more power than indicated is required to start, even with the very best of equipment, such as low temperature operations that tend to congeal the grease in the bearings and thus produce additional friction drag. An inspection of the table in Fig. 1 affords a convenient rule of thumb method for determining the acceleration time, which conveniently can be 5 pct of the belt speed in seconds. The 5 pct of belt speed figure is close to the average for most types of drives. In using Fig. 1 it must be emphasized that it applies accurately to horizontal belt conveyors only.

Jan 1, 1953

By Donald L. Katz, Michael J. Rzasa

With greater effort being devoted to the discovery of new oil and gas reserves and a consequent increase in bottom hole pressures due to greater drilling depths, the phase relationships of hydrocarbon fluids at pressures above 10,000 lb psi are becoming increasingly important. The present paper discusses the results of research with a windowed cell on a methane-Kensol 16 system to pressures of 25,000 Ib psi and temperatures to 260°F. Kensol 16 is a commercial high narrow-boiling-range oil. It is shown that for the temperature range of 60 °F to 260 °F, this particular system exists in two phases to pressures of approximately 14,000 lb psi, and data are presented giving the relative amounts of liquid and vapor phase? coexisting under these conditions. Partial phase diagrams are shown for six different mixtures of methane and Kensol 16, three of which include the critical region. In contrast to mixtures composed of substances of fairly close volatility. critical opalescence was noted for as much as 200°F of the critical temperature. The critical locus of the methane-Kensol 16 system was estimated and the conventional pressure-composition and temperature-composition diagrams were prepared. From these, the equilibrium vaporization factors for methane and Kensol 16 were estimated for temperatures from 60 °F to 700 °F and to pressures above 12,000 lb psi. The relations of this study to petroleum production problems and other phase equilibria research are discussed. INTRODUCTION A knowledge of the physical behavior of naturally-occurring hydrocarbon mixtures is fundamental to a thorough treatment of nearly all operations involved in the recovery, refining, and transportation of petroleum. The operations may involve the applications of phase relationships, and the relative

Jan 1, 1950

By E. S. Leaver

THE purpose of this paper is to describe, in a general way, gold-dredg-ing operations in California, with particular reference to unusual features, including types of deposits and recent attempts to improve the recovery of the gold. DREDGING AREAS The gold-bearing formations that traversed the western slope of the Sierra Nevadas for a north and south distance of some 300 miles furnished the immediate source of the gold found in most of the placer deposits of California.. Erosion through a long period carried the gold, together with various forms of partly disintegrated material, to lower elevations and formed placer deposits. Through the classifying action of water in motion, the coarser gold and heavier material of various kinds were deposited relatively near the source; consequently, in' the higher moun-tain country, old river channels were worked feverishly during the early California gold-rush days because of their high gold content. With the working out of these known high-grade channels, and from the knowledge thus obtained of prehistoric stream beds, drift mining was started and flourished until about 1890. Even today many drift mines are operating with the objective of opening other old Tertiary river channels that have been covered by volcanic flows.

Jan 1, 1937

By H. A. Kendall, W. C. Goins

Several investigations in recent years have shown that drilling rates are increased significantly with increased hydraulic horsepower. But, there has been no over-all method of designing jet-bit programs that efficiently uses the surface power. A study of present practices indicates that frequently as little as 50 per cent of the possible effects at the bit are used. Some observers have indicated that the best utilization of hydraulic horsepower (maximum effect on drilling rate) occurs when the bit hydraulic horsepower is maximum; others have stated that jet impact force is more important, and others have believed that maximum jet velocity is required. Limited efforts to date have shown some optimum conditions for bit hydraulic horsepower and impact, but these conditions cannot exist during drilling of a large part of the hole and do not provide a basis for designing a complete jet-bit program. This paper shows the maximum obtainable bit horsepower, impact force and jet velocity at all depths, taking into account the limitations of the pump, piping, hole and minimum circulating rate for adequate cuttings removal. Ranges of operation are developed; and flow rates, surface pressure and bit pressures are specified for each range to provide a maximum of any one of the desired effects. It also is shown that, by proper selection of nozzle sizes and by following the rules presented, the maximum obtainable quantities can be effectively utilized from surface to total depth. Finally, a simple graphical method of selecting nozzle sizes and flow rates is presented which can be used with familiar bit-company hydraulic tables and calculators to design jet-bit programs for maximum bit hydraulic horsepower, impact or jet velocity, as desired. These programs make most effective use of the pumps. Heretofore, there was no method available for designing field tests which adequately separated the effects of bit horsepower, impact and jet velocity. The programs and procedures developed in the paper are dissimilar and, when used in future field testing, should demonstrate which program is the most important in obtaining the fastest drilling rate. INTRODUCTION During the past decade, rig hydraulics has come into increasing prominence. There has been a definite trend toward providing higher horsepower pumps, jet-type bits have had increased use, numerous investigators"" have reported increased drilling rates as a result of increased hydraulics, and bit manufacturers have provided tablesa-" and calculators that are now commonly used 10 design jet-bit programs. Opinion has varied as to the hydraulic quantity which has the great- est effect on drilling rate. Papers and data have been presented that show pump horsepower,'9 it hydraulic horsepower and jet impact force,' each to be the most significant factor affecting drilling rate. Examinatibn of jet-bit programs of the bit companies indicates emphasis on jet velocity. Only pump horsepower can be eliminated because it can be used to produce any one of the bit effects which, a priori, must be more relevant factors. This contradictory state of opinion and practice regarding the bit effects is unfortunate, but several published references have been concerned with making one or another of the factors maximum; and, because these in each case have given results applicable to only intervals of the hole drilled, there seems to be ample reason to complete the previous efforts. It also is believed that the differences in programs for each effect, where they exist, should be delineated so that future use may determine which hydraulic effect is the more relevant. It is the purpose of this paper to: (1) show the theoretical maximum bit hydraulic horsepower, jet impact force and jet velocity available at all depths, taking into consideration all necessary restrictions on operating conditions; (2) illustrate procedures by which the maximum available horsepower, impact force or veIocity may be obtained; and (3) present a graphical method for rapid selection of jet-nozzle sizes and flow rates to be used with conventional procedures to design jet-bit programs for maximum bit horsepower, impact force or velocity as desired.

By J. W. Snavely

THE part that acceleration plays in starting a belt conveyor and its effect on belt conveyor design are well understood in a general way. Its practical importance is easily overlooked, however, and under some conditions, it is absolutely necessary to give the problem of acceleration detailed study. Most handbooks on conveyor belting design adequately present basic data for the determination of acceleration values. This paper will only attempt to present practical thinking and a convenient method of treatment of acceleration in belt conveyor design. Mathematical Analysis In working out the various problems of conveyor belt acceleration, the starting point, as presented by the handbooks, is the familiar formula of "force of acceleration is equal to the mass times acceleration." By expressing these fundamental quantities in terms of belt conveyor design, it is possible to arrive at the unsuspected conclusion that the acceleration time for horizontal belt conveyors is independent of the load, and instead, dependent upon the belt speed, the type of drive arrangement and drive pulley, and the idler coefficient of friction. The mathematics leading to this conclusion are shown in Table I, which has been prepared to show, this derivation. While at first the conclusion just given may not seem to be reasonable, further reflection indicates that obviously the type of drive pulley and the type of drive do affect materially the tension in the conveyor belt, and thus, as clearly shown, the time of acceleration is dependent upon the factors mentioned. Inasmuch as all of the factors except time are predetermined by the belt conveyor design, it becomes relatively easy to establish the accelerating time and to reduce further this time determination to a simple graph from which the time in seconds can be read directly. Such a graph is given in Fig. 1. The table appearing on Fig. 1 should be explained further. For a given belt speed, the time of acceleration can be expressed as a percentage of the belt speed. The time of acceleration is also dependent on the drive arrangement, and changes in the drive arrangement consequently change the time of acceleration. It further follows that for a given belt speed, the time expressed as a percentage of that belt speed also changes with the type of drive. Obviously then, it becomes possible to graph the percentage of speed for each type of drive against the belt speed and accelerating time, after which, for a given belt speed and type of drive, the time can be read directly in seconds. Two constants were established for Fig. 1, the first one being the limiting of the maximum acceleration tension to 35 pct of the full load operating tension in the belt. The purpose of this is to limit the total tension imposed upon the belt during the acceleration period to 135 pct of the full load operating tension, which is the amount required to start or breakaway the fully loaded belt conveyor from rest. The other constant is the friction factor used for the idler equipment, which has been established as 0.022. For installations where it is necessary to establish the values of acceleration, invariably high grade idler equipment is used, and it has been established from. field experience that 0.022 for the idler friction factor is amply conservative. The use of this friction factor for idlers must be tempered with judgment, of course, for occasions will arise where more power than indicated is required to start, even with the very best of equipment, such as low temperature operations that tend to congeal the grease in the bearings and thus produce additional friction drag. An inspection of the table in Fig. I affords a convenient rule of thumb method for determining the acceleration time, which conveniently can be 5 pct of the belt speed in seconds. The 5 pct of belt speed figure is close to the average for most types of drives. In using Fig. 1 it must be emphasized that it applies accurately to horizontal belt conveyors only.

Jan 1, 1952