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By AIME AIME

UNTIL recently, practically all geophysical prospecting in Australia was conducted by government departments, either by the Aerial, Geological and Geophysical Survey of Northern Australia or the New South Wales Department of Mines. At present, in addition, the Shell company is carrying out an extensive geophysical campaign in South West Queensland. The Northern Australia Survey has now been in operation for over six years, its work being carried out principally in the northern and central parts of Australia over an area of about a million square miles. At present this Survey is being brought to a conclusion but it appears certain that the geophysical section will be transferred to a Commonwealth Government department on a permanent basis. At present the officers of the Geophysical Section are preparing or have issued some 150 reports on their field work and also a special technical report on the geophysical practice of the Survey.

Jan 1, 1942

By AIME AIME

A METALLURGICAL research building is to be erected for the Armour Research Foundation at the Illinois Institute of Technology. It will be located at the corner of Federal and 34th Sts., Chicago, and fully equipped will cost $250,000. It will provide the Middle West with the largest and most complete of facilities for the conduct of developmental and industrial research in this field. The new building will be constructed around an existing foundry and metallurgical research building which has become too small to carry on and service the many research projects contracted for by the Foundation, having to do with steel, alloys, and nonferrous metals. After two bays of the new unit have been completed, the old unit will be torn down and the new one completed.

Jan 1, 1942

By E. G. Bailey

The bituminous coal industry faces a real problem, if it desires to retain the position in the power-generation field to which it is economically entitled. More power is probably produced today for electrical energy, for steam-driven and steam-heating industries and processes, for transportation by rail, water, highway and air, collectively, than ever before, and yet the total bituminous coal production has decreased about 38 per cent, from 575,000,000 tons in 1926 to 357,500,000 tons in 1934. It is not the intention of the writer to recommend coal as a fuel for automobiles and airplanes, but rather to point to these forms of transportation as being responsible in a very measurable degree for reducing the coal consumed by railroads. Petroleum products may still further reduce consumption of locomotive fuel through the extension of the use of Diesel-driven trains. Oil-burning steam-driven locomotivcs are replacing coal in some places, where railroads operating high-speed passenger trains are willing, temporarily at least, to pay a premium for the fuel that is low in ash and produces less smoke and practically no cinders. In the navy and ocean-going passenger ships, oil is so firmly established, and has such definite advantages over coal as formerly fired, in steaming radius, in ease of bunkering, cleanliness, and reduction in firing labor, that very outstanding developments in the handling and burning of coal will be rcquired in order to replace oil. For freighters on the Great Lakes, coal is the logical fuel, but there is great and immediate need of radical improvements in its use, else that market also may be lessened. It is not within the scope of this paper to discuss in detail bituminous coal for either locomotive or marine use, but, rather, generation of power in stationary plants, consisting of electrical generating stations and that very large group of miscellaneous industrial plants, such as paper, rubber, textile, steel and other industries that use electrical, mechanical, and steam power, derived from either hydro or some form of fuel.

Jan 1, 1936

By E. G. Bailey

The bituminous coal industry faces a real problem, if it desires to retain the position in the power-generation field to which it is economically entitled. More power is probably produced today for electrical energy, for steam-driven and steam-heating industries and processes, for transportation by rail, water, highway and air, collectively, than ever before, and yet the total bituminous coal production has decreased about 38 per cent, from 575,000,000 tons in 1926 to 357,500,000 tons in 1934. It is not the intention of the writer to recommend coal as a fuel for automobiles and airplanes, but rather to point to these forms of transportation as being responsible in a very measurable degree for reducing the coal consumed by railroads. Petroleum products may still further reduce consumption of locomotive fuel through the extension of the use of Diesel-driven trains. Oil-burning steam-driven locomotivcs are replacing coal in some places, where railroads operating high-speed passenger trains are willing, temporarily at least, to pay a premium for the fuel that is low in ash and produces less smoke and practically no cinders. In the navy and ocean-going passenger ships, oil is so firmly established, and has such definite advantages over coal as formerly fired, in steaming radius, in ease of bunkering, cleanliness, and reduction in firing labor, that very outstanding developments in the handling and burning of coal will be rcquired in order to replace oil. For freighters on the Great Lakes, coal is the logical fuel, but there is great and immediate need of radical improvements in its use, else that market also may be lessened. It is not within the scope of this paper to discuss in detail bituminous coal for either locomotive or marine use, but, rather, generation of power in stationary plants, consisting of electrical generating stations and that very large group of miscellaneous industrial plants, such as paper, rubber, textile, steel and other industries that use electrical, mechanical, and steam power, derived from either hydro or some form of fuel.

Jan 1, 1936

Large scale mining of Mesabi taconites may have moved nearer to realization with the arrival of the latest model Linde Jet-Piercing machine at Reserve Mining Co.'s Babbitt, Minn. property. When the machine is placed in operation it is expected to pierce blast holes in the hard taconite beds up to 10 times faster than is possible with existing drilling equipment. The new primary blast hole drilling machine has been designated the JPM-3, and is the successor to the JPM-1, in operation at Erie Mining Co.'s taconite mines at Aurora, Minn. The size of primary blast holes which can now be pierced has increased from a nominal 61 in. diameter to 71 in. diameter and maximum hole depth has increased from 35 ft to 47 ft. Development has progressed to where 71/2 in. holes can be pierced with the same speed as 61/2 in. holes. Piercing progress is controlled by electronic blowpipe descent controls. Other features of the JPM-3 include: automatic burner ignition from the operating cab; heated and air conditioned operating cab designed for all-year operation; mechanical improvements for sub-zero operation common to the Mesabi, and redesign of wearing parts for longer service with minimum maintenance. The 40-ton machine is self-propelled. Power, oxygen, and cooling water lines trail from the machine. Jet piercing is based on combustion products of oxygen and a liquid fuel such as kerosene. The flame, jetting from a burner at speeds of about 6000 ft per sec, disintegrates layers of spallable rock. The burner is cooled by water which is then directed through orifices around the periphery of the burner. The water changes to steam and carries the spallings out of the hole. The equipment used in Jet-Piercing is essentially a tractor-mounted blowpipe containing a combustion chamber and nozzle, which is in effect a miniature rocket motor, from which the supersonic combustion gases emerge to do their work.

Jan 1, 1952

By William T. Folwell

The Lucky Friday mine east of Mullan, Idaho, is an outstanding example of a property in the Coeur dlAlene district where a small and insignificant-appearing silver-lead-zinc vein at the surface has changed at depth into a large vein of great importance. The Lucky Friday vein has little if any surface expression and above the 1200 level the ore shoots are small and discontinuous. Between the 1200 level and 2450 level, the lowest developed level, the main ore shoot has shown remarkable improvement on each succeeding lower level, and today the mine is one of the major lead-silver producers in the Coeur d'Alene district. History: The Lucky Friday property is on the north side of the South Fork of the Coeur d'Alene River in sections 25, 26 and 35, T. 48 N., R. 5 E., Hunter mining district, Shoshone County, Idaho. This is about one mile east of the town of Mullan, which serves the eastern portion of the Coeur d'Alene district. The southern part of the property is crossed by a branch line of the Northern Pacific Ry. and by U. S. Highway 10. This highway is the principal road crossing the panhandle of Idaho and connects the district with Spokane, Wash., on the west and Missoula, Mont., on the east. The main portal and surface plant of the Lucky Friday mine is at an elevation of 3365 ft, only a short distance above the valley floor and a few hundred feet from U. S. Highway 10. so the mine is readily accessible for year-round operation. The property is comprised of six claims, known as the Lucky Friday group, owned outright by the Lucky Friday Silver-Lead Mines Co. There are four patented claims, Good Friday, Lucky Friday, Northern Light, and Lucky Friday Fraction No. 2 (Mineral Survey No. 3028), and two unpatented claims, Hunter and Creek. In addition, Lucky Friday owns an undivided one-half interest in the Hunter Creek property. which adjoins the Lucky Friday group on the north: a 90 pct interest in the mineral rights in the Jutila Ranch (160A), which adjoins the Lucky Friday group on the east; and a 60 pct interest in the Lucky Friday Extension claim group, which adjoins the Lucky Friday group on the west. The company also has a long-term mining lease on the Hunter Ranch, which adjoins the Lucky Friday group on the west. The claims of the Lucky Friday group were located between 1899 and 1906. The Lucky Friday Mines Co. was organized in 1906 and did considerable exploration work by surface trenching and shallow underground workings, only to see the property sold by the Shoshone county sheriff to satisfy labor claims totaling $2000 in 1912. Another firm, Lucky Friday Mining Co., bought the claims in 1914 and spent 12 years driving what is now known as the tunnel level crosscut. This tunnel intersected a vein previously exposed in a higher tunnel, but it was only a few inches wide. The vein was followed a short distance westerly but was so unpromising that the work was discontinued in favor of extending the main crosscut tunnel several hundred feet north. No ore was found and all work was discontinued. The property was held in such low esteem by the firm that it let taxes amounting to less than $15 a year go delinquent for nine years. Then the property lay idle for two more years until in 1938 John Sekulic, a Mullan service station operator, took a lease, with a $15,000 purchase option, on the advice of an old miner who had worked in the mine. Sekulic re-opened the tunnel level crosscut and explored the vein with an easterly drift for about 200 ft. The vein was too narrow to be of commercial value but was believed interesting enough to warrant further exploration at depth. Lacking funds to explore the vein at depth, Sekulic tried to get the district's larger operating companies to take over his lease and option. They were not interested because of the lean tunnel level showing and the fact that the property lay between the White Ledge fault on the north and Osburn fault on the south, an area which geologists always considered unworthy of exploration. Sekulic then organized the present company and assigned his lease and option to it for stock. This was in 1939. Enough stock was sold locally to finance sinking of a shaft 100 ft from the tunnel level east drift. The vein at this additional depth still was not commercial but showed some improvement. Treasury stock was offered at 5 to 10C a share

Jan 1, 1959

By J. H. Zimmerman

JET-PIERCING experiments were first conducted over ten years ago underground at the Soudan mine of the Oliver Iron Mining Co. Results were successful enough to encourage further research. The next field tests were made on the Reserve Mining Co. property at Babbitt in 1941. These tests showed that blastholes could be produced in taconite ore by the use of a flame and proper fluxing agents. The war put a stop to the experimental program shortly after these tests. Extensive field tests were resumed at Babbitt in 1946. In these tests nominal 6-in. blastholes were produced at an average rate of 10 ft per hour. Rates as high as 17 ft per hour were obtained for short periods. The experimental equipment used resembles a portable rotary-drill rig mounted on a truck. The standard steel mast has been extended to 46 ft to accommodate a blowpipe capable of producing holes over 30 ft deep. All auxiliary equipment including winch for raising and lowering the blowpipe, drive motor for the rotary table, pumps and tanks for process fluids, electric power plant, and control instruments are mounted on the truck. The jet-piercing process consists of

Jan 1, 1948

By Herbert Dlaska

The BBU - rotary hearth treats lead concentrates and battery scrap by the roast-reaction process. It corresponds in principle to the long-known Newnam hearth, however its hearth-basin is not straight but curved to a closed ring. In operation this annular hearth is filled with liquid lead and rotates around a central blast-box. The charge, heated to a glowing-red, floats on top of the lead bath, into which air is blown from the blast-box through a horizontal slot-type tuyere. Ore pellets and brown coal are continuously charged onto the reacting mass from two storage bins. Lead is set free by the roasting reactions and trickles through the charge into the lead bath from where it is tapped from time to time. The reacting mass is continuously stirred by a mechanical agitator and backed, by a mechanical shovel, against the water-jacketed wall of the blast-box. The gangue of the charge forms lumps of scorified character, the so-called hearth slag or grey slag, which are discharged from the hearth. The waste gases are collected in a hood and conducted to a baghouse from where the fumes and dust are automatically transported to the pelletizing installation and are recycled with new material. The daily output of lead bullion depends mainly on the lead content of the charge. With lead concentrates containing 74% lead, about 24 tons of lead bullion per day are produced on the hearth at a direct lead recovery of about 89 per cent. Approximately 10 per cent of the lead content of the new material passes into the hearth slag from where it can be recovered in a blast furnace or in a rotary furnace. For small lead smelters the BBU-process represents the most economical way of melting high-grade lead concentrates. The process requires a relatively small capital investment, consumes little fuel, utilizes cheap fuel and is very flexible. Further, of great importance, is the fact that battery scrap can be treated by the BBU-process with very good results.

Jan 1, 1970

Jan 1, 1962

By P. A. Vukmanic, M. Gensamer

Only recently has it been realized that preferred orientations are common in hot-rolled steels. In a recent paper, N. P. Gossl stated that hot-rolled mild steel exhibits a texture different from that characteristic of cold-rolled steel. No complete study of these hot-rolling textures has been reported using the pole-figure method of Wever. The material used in the work reported in this paper was the same material used by Gensamer and Mehl2 in a recent study of preferred orientations in cold-rolled steel, to which reference may be made for the composition and thermal history of the steel. Automobile-body sheet bar 1/4 in. thick was hot-rolled at two temperatures, 780' and 910' C. (1436' and 1669' F.). These temperatures refer to the temperature of the furnace in which the steel was heated; after each pass the steel was returned to the furnace and held there long enough to return to temperature. Although no accurate method was used to measure the temperature after each pass, it was estimated by color that only a slight drop in temperature occurred. In order to determine the effect of any preferred orientation that might have persisted through the normalizing treatment, one specimen at each temperature was rolled in the same direction as the original working direction and the other at right angles to it. The total reduction in each case was 85 per cent, the specimens having been reduced from 0.250 to 0.0375 in. in five passes. Final cooling was in air. Pinhole reflection photograms were taken of all four specimens, with the rolling direction vertical and the X-ray beam at an angle of 7' with the transverse direction (the transverse direction is defined as that direction in the rolling plane perpendicular to the rolling direction). These photograms, taken with a Mo target at 35 kv., are reproduced in Figs. 1, 2, 3 and 4. They show that a more pronounced texture was developed by the low-temperature rolling (780' C.), and that of the two

Jan 1, 1937

By W. F. Holbrock

IN a previous paper1 a method for the measurement of the compara-tive desulphurizing power of slags was described and data, were presented covering the range of likely slags containing up to 10 per cent MgO. In the present work the range is extended to include Tags containing up to 20 per cent MgO, and the effect of temperature on 5 per cent and 15 per cent MgO sings over the range 147.5° to 1525° C. is included. The method used was that described in the previous paper except that some of the temperature measurements were made with a noble-metal thermocouple instead of a tungsten-graphite thermocouple. Twelve-gram charges of 0.S per cent sulphur-metal and 5-gram charges of slag were subjected to heating for 30 min. at a prescribed temperature. The charges were analyzed for sulphur content. For purposes of comparison, desulphuriz-ing power is defined as the ratio of the percentage of sulphur found in the slag to that found in the metal. Six slag and metal charges were made coincidentally in holes in a section of all electrode graphite rod. One slag and metal charge was used as a control by means of which adjustment in the desulphurization value could be made for small varia-tions in temperature and other factors. For convenient presentation of the data, the slags are arranged in groups -in each of which one of the four main slag components is constant. Thus, the 15 per cent MgO slags are presented separately from those containing 20 per cent MgO.

Jan 1, 1938

By K. Harms, T. D. Jones

TO unload large tonnages of lead bullion cast in 100-lb. bars is a problem which has confronted the lead refineries for many years. The bars, on arrival, must be restacked for unloading by truck or hand-charged to charging machines. Selected crews of labor, capable of working at sustained speeds for five- or six-hour periods, are required for this exhausting task. Due to the fatigue involved crew personnel changes rapidly. During the war it became increasingly difficult to maintain crews, especially in critical labor areas, so that the development of casting and shipping ten-ton lead blocks from the smelters to the refineries became a must in our operating program. For many years lead refineries, when making interdepartment or intradepartment transfers, have cast lead blocks weighing five or ten tons which are easily handled by crane by merely attaching the crane hook to a steel anchor embedded in the frozen lead blocks. In previous years, the practice was to use regular smelter slag pots which, due to their rounded shape, produced what were called "buttons" by the refinery personnel. The button-type blocks were unsafe as they rolled and tipped easily and were unsatisfactory for stacking since no piling pattern could be followed. To remedy this situation, flat-bottom molds came into general use and later the bottoms were made concave to prevent slipping.

Jan 1, 1946

By W. D. BRENNAN

FOR a considerable number of years past, there has been a shortage of experienced coal miners at the coal mine of the Phelps-Dodge Corp. This is probably due, to some extent, to the mines being so far south of the main western coal producing regions, so that experienced men secure employment before reaching this point. These mines are at Dawson, New Mexico, which is in Colfax County, near the Colorado line. The district is known as the Raton field, and the seam being worked is known as the Raton or Blossburg seam. The mines operated are Nos. 1 to 6, 8 and 9. The daily out- put at the present time, with restricted operations, is about 4000 tons, but the daily capacity is about 5500 tons. The mines are so grouped that the coal is dumped over four tipples. The mines are about twenty-five years old and extend as much as three miles under ground; they are all drift openings, with trolley, storage battery, and mule haulage. At the same time that the shortage of miners existed there was a surplus of common labor seeking employment. We learned that the Copper Queen. Branch of Phelps Dodge Corp. conducted a training school in one of its mines which had worked out very satisfactorily, and thus gained the idea of attempting such a school in the coal mines at Dawson.

Jan 1, 1929

By P. E. Baker

An experimental study of heat flow in steam flooding was carried out with steam displacing water in a plane-radial fluid-flow model. Temperature distributions in the model reservoir, overburden, and substratum were measured at frequent intervals during flooding by means of a fixed array of thermocouples. Heat losses to overburden and substratum and the division of heat between the steam and hot-water zones in the reservoir were calculated from the temperature data by performing numerical integrations over the appropriate volumes. Temperature profiles and heat distribution results are presented. Some results were (1) the fraction of injected heat that is lost to overburden and substratum, when expressed as a function of time, did not depend on injection rate; (2) a significant portion of the injected heat was contained in the hot-water zone ahead of and underlying the steam front in the reservoir. The division of heat between the steam and hot-water zones did depend on injection rate; and (3) considerable gravity override was observed. The experimental results are compared with those of several published theoretical studies of heat transfer in hot-fluid injection; approximate agreement on heat losses is found with some of the most idealized theories. A valid comparison cannot be made in regard to steam us hot-water zone; basic interpretation of the hot-water zone, in terms of a vertical steam front, is clouded by gravity override in the experiments. INTRODUCTION The experimental study reported here primarily concerns two problems of heat transfer in steam flooding that have economic and engineering importance. These are (1) the fraction of injected heat lost to the overburden and substratum, and (2) the division of the remaining heat between a zone containing steam and a zone of hot water at lower-than-boiling temperature. The volume of the steamed region, which has a direct effect on oil recovery, can be calculated readily from these results. Several valuable theoretical studies have been published on this problem, but no experimental tests of the theories have previously appeared. Tests were needed because the effects of the necessary simplifications in the theories could not be determined otherwise. The basic, untested theoretical problem is the effect of "decoupling" heat and mass transfer, and the resulting inability to include the effects of heat transfer and condensation on fluid flow. The theoretical problem solved so far has been a heat transfer problem in which fluid is present as a heat carrier and flows in a stipulated manner, either linear or plane-radial. The simplifications that have sometimes been made in regard to thermal conductivity by, for example, Marx and Langenheim,l Lauwerier2 and Thomas3 apparently do not have an important effect on heat loss calculations, although the results of the different methods disagree to a certain extent, as shown by Spillette4 and by Ramey.5 A recent paper by the author6 compared the results of experiments in hot-water flooding with several theoretical results and showed a rather poor agreement. It will be seen that the experimental heat loss results for steam flooding, however, show acceptable agreement. These comparisons are discussed in a later section. EXPERIMENTAL APPARATUS AND PROCEDURE The system studied was one in which a sand pack, initially water saturated and at a uniform temperature, was flooded with steam at a constant rate and temperature. The temperature distribution in the "reservoir" and adjacent "strata" was measured with an array of thermocouples, and heat losses were determined from these measurements. The sand pack contained no oil because the only concern of the experiments was heat flow, and it was important to have the flow pattern as simple

Jan 1, 1970

By M. J. Pool, P. J. Spencer, R. V. Miner

The partial molar heat of solution of rhodiunz in liquid lin and Rh-Sn alloys has been measured as a function of rhodium concentration at 700" , 725" , 750" , and 775°K. The values at infinite dilution are very exo thermic, ranging from -29,950 to -28,260 cal per g-atom Rh at 700" and 775"K, respectively. At the solubility limit the heat of solution becomes sharply nzore exothermic and has permitted the liquidus boundary to be accurately established at each temperature. From the measurements in the two-phase region of liquid Plus RhSn, the heat of formation of RhSn,has been determined. A large increase in the heat of formation between 725" and 750°K suggests the possibility of a phase transformation in this compound. V ERY few measurements have been made of the heats of solution of transition metals in liquid tin; yet those values that are available are of great interest because of their very large exothermic nature. For example, the heat of solution at infinite dilution of palladium in tin has been measured as about -26,000 cal per g-atom (625" to 800°~),' while the heat of solution at infinite dilution of platinum is even more exothermic at -28,591 cal per g-atom (914°K).' These values are of the same order of magnitude as the heat of formation of many intermetallic compounds and as such clearly indicate that very strong bonding must exist between the solute and tin atoms in the liquid solutions. Rhodium might be expected to display similar solution characteristics in tin in view of its close electronic resemblance to palladium and platinum. Since no thermodynamic data are available for Rh-Sn alloys, rhodium was chosen as an appropriate solute for further investigation of transition-metal systems with highly exothermic heats of solution at infinite dilution. EXPERIMENTAL The heat of solution of rhodium in dilute Rh-Sn liquid solutions was measured as a functlon of rhodium concentration at 700°, 725", 750°, and 775°K. The liquid-metal solution calorimeter used in this work has been fully described elsewhere. At the start of each series of measurements, the solvent bath consisted of about 0.5 g-atoms of 99.9+ pct pure tin. To this was made a number of small rhodium additions, about 0.0005 g-atoms each, and the heat of solution was measured for each. Rhodium of 99.9+ pct purity in powder form was used in order to promote rapid dissolution in the liquid tin. The powder specimens were contained in tin foil stated to be purified (lead-free). This foil was found to have no measurable heat of solution in pure tin so the effect of any impurities could be neglected. The energy equivalent of the calorimeter was experi- mentally determined by dropping tungsten and/or tin specimens at intervals during each series of rhodium drops. The tungsten and tin used were 99.95 and 99.999+ pct pure, respectively. The only heat effect due to a tungsten drop, or a tin drop at low rhodium concentrations in the bath, is the sensible heat of the specimen. The heat content of these materials is well-established and is presented in the compilation of Hultgren et al. 4 As the rhodium concentration in the tin bath increases a small heat effect arises from the reaction: Sn (liquid, T) — & (soln, T) where T is the temperature of the tin bath. Where necessary, this heat of solution of tin was determined by Gibbs-Duhem integration, and corrections were made to the heat effect of the tin calibration specimens and the tin foil containing the rhodium specimens. RESULTS AND DISCUSSION The calculated values of the heat of solution of rhodium in dilute Rh-Sn alloys as a function of composition are shown graphically in Fig. 1. The values have been corrected for the sensible heat of the specimens, initially at 273"K, and apply to the reaction:

Jan 1, 1969

By AIME AIME

ONE test is worth a thousand expert opinions, say the engineers of the John A. Roebling's Sons Co. of Trenton, N. J. Confronted with the job of building the cables for the new Hudson River Bridge between Fort Lee and upper Manhattan, the Roebling organization, in spite of its long and varied experience in building cables for suspension bridges of various sizes, recognized that old yardsticks would be of little value in estimating safety factors for the immense span across the Hudson.

Jan 1, 1929

By William M. Sheehan

TRANSPORTATION is one of the most important problems of the mine operator and the possibilities of cost reduction in this field should not be overlooked. In the railroad industry, cars and locomotives have been improved greatly, and the progress there made is well worthy of study by the mine operator looking for maximum efficiency in every branch of his activities. One of the outstanding developments in the construction of railroad equipment in recent years has been the wide-spread adoption of large one-piece steel castings for the framework of locomotives, passenger and freight cars. Some of the advantages and applications of this type of construction will be outlined in this paper, with particular thought of the needs of the mining industry. The inherent qualities of cast steel: homogeneity, unrestricted size and shape, high tensile strength, flexibility of metal distribution, resistance to corrosion, and gracefulness of outline, make it the most versatile member of the ferrous group. Not only is it a strength-giving element, but it is corrosion resistant, a combination that makes for large economies in equipment maintenance. Flexibility of metal distribution allows the integral foundation to be in the shape best suited for the purpose. These cast structures are really assembled in the mold in liquid form and the metal can be placed in the right pro¬portion exactly where it is needed, thus securing weight economy and uniformity of fibre stress. Such a process permits the incorporation, with ease, of necessary brackets, utilizing them to provide not only greater strength for the derail part itself, but often to add to the value of the entire unit. Laps, seams, and joints, which are necessary in all fabricated forms, are eliminated.

Jan 1, 1933

By AIME AIME

The following acts of the Directors are reported for the information of members:¬ At a meeting held November 3, 1905, Messrs. Henri Le Chatelier, of Paris, France, and Andrew Carnegie, of New York, N. Y., having been nominated by a large number of members, and recommended by unanimous vote of the Council, were unanimously elected Honorary Members, in recognition of their distinguished services to the arts and professions represented by the Institute. At a meeting held February 7, 1,906, Dr. James Douglas, of New York, N. Y., having been" nominated by a large number of leading members, and recommended by unammous vote of the Council, was unanimously elected an Honorary Member, in recognition of his distinguished services to the practice and the literature of mining and metallurgy, his zealous and loyal devotion to this Institute, his fraternal generosity towards professional colleagues, and his effective advocacy, by public utterance and private example, of the free communication of technical knowledge and experience. At the same meeting, By-Law IV., which now authorizes the Secretary to appoint an '1 Assistant Editor," was amended by substituting the words, " Assistant with the title of Editor." At the same meeting, the resignation of Mr. Theodore Dwight, as Assistant Secretary and Assistant Treasurer of the Institute, was presented and accepted, and the Secretary was instructed to express to Mr. Dwight the thanks of the Board for his loyal and efficient services, and its regret that he could not continue in that position. . [SECRETARY'S NOTE.-Mr. Dwight's resignation, dictated solely by the demands of private business, covers only his immediate management of this office. He is still a Director and Councilor, and a representative of the Institute in matters connected with the new Carnegie Building, etc.-R. W. R.] At the same meeting, the Secretary and the Treasurer reported respectively their appointment of Mr. Henry WT. B. Howard as Assistant Secretary and Assistant Treasurer, to fill

Mar 1, 1906

By AIME AIME

IT its annual meeting on Oct. 21 and 22, the Engineers' Council for Professional Development announced the selection of J. P. H. Perry. vice-president of the Turner Construction Co. and prominent civil engineer of New York City as its new Chairman. He succeeds C. F. Scott, who becomes Chairman of its Committee on Professional Recognition. S. L. Tyler, Secretary of the American Institute of Chemical Engineers, succeeds A. B. Parsons as ECPD Secretary. R. E. Doherty is Vice-chairman. C. E. Davies remains as Assistant Secretary, as do R. L. Sackett as Chairman of the Committee on Student Selection and Guidance, O. W. Eshhach as Chairman of the Committee on Engineering Training, and Karl T. Compton as Chairman of the Committee on Engineering Schools.

Jan 1, 1938

By W. A. Boyer

HOISTS for metal mines are seldom designed for H one particular depth. They are intended for an ultimate load and depth with a given speed but are first used to hoist from a shallower depth, gradually working to the ultimate as development progresses. Sometimes the mine is not worked on the upper levels because of the kind and grade of ore, the mining of which depends on market conditions. In this case the hoist may be used in the same working shift to lift ore, for example, from the 1200 and the 4400-ft level. This means that the safety factor of the rope should be considered not only when it hoists from the greatest depth, but also when it hoists from the upper levels. According to present safety factor standards, a hoisting rope can have ample safety margin when hoisting from the lower or lowest level and still be shy of sufficient safety margin when hoisting from the upper levels. This will be shown by curves presented in this paper.

Jan 10, 1954