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By M. N. Nabighian, J. R. Odekirk, D. M. Hausen

Preliminary investigations based on the concept of cross-power indicate that quantitative volume percentages of minerals, including quartz, orthoclase, plagioclase, fluorite, and chalcopyrite can be obtained by X-ray diffraction analysis. Pulverized samples are scanned from 4° to 65°, 2e, using a Norelco diffractometer, with the output recorded on a punched tape at 40 intervals per degree, 29. Errors from crystal orientation are minimized by (1) gridded surface packing, (2) sample spinning, and (3) quantitative measurement of all major diffraction peaks. Computer programming enables rapid quantitative evaluation of X-ray diffraction data. Results to date indicate that most minerals analyses can be performed within an accuracy of ±2%. Metallurgical applications include analysis of various flotation concentrates and tailings.

Jan 1, 1973

(Members are urged to send in for this column any notes of interest concerning themselves or their fellow-members) The following is a partial list of members and guests who called at Institute headquarters during the period May 10,1917, to June 10, 1917. F. J. Anderson, Cali, Colombia. W. F. Jahn, Kirkland Lake, Ont., Canada. George J. Bancroft, Denver, Colo. W. McA. Johnson, Hartford, Conn. W. F. B. Berger, Denver, Colo. J. E. Jopling, Marquette, Mich. F. J. Brulé, Toronto, Ont., Canada. William Kelley, Vulcan, Mich. J. Murray Clark, Toronto, Ont., Canada. H. M. LaFollette, La Follette, Tenn. Will L. Clark, Jerome, Ariz.. Dorsey A. Lyon, Washington, D. C. G. H. Clevenger, Palo Alto, Cal. James F. Magee, Lancaster, Pa. Paul S. Couldrey, Sound Beach, Conn. M. Ortin, Nijni-Novgorod, Russia. C. W. Crispell, Kingston, N. Y. - C. H. Palmer, Jr., Los Angeles, Cal. George A. Easley, La Paz, Bolivia. Edison S. Pettis, ?Mill Valley, Cal. Bancroft Gore, Butte, Mont. Mortimer A. Sears, Paintsville, Ky. John B. Guernsey, Roanoke, Va. W. J. Uren, Houghton, Mich. Rush M. Hess, St. Louis, Mo. C. E. Visel, New Haven, Conn. E. Hibbert, Nickelton, Ont., Canada. Percy E. Barbour, has resigned his position as managing editor of the Engineering & Mining Journal, to accept the appointment of Deputy Superintendent of the New York State Troopers, with headquarters at Albany, N. Y., with the rank of captain.. He has also been commissioned as captain in the 22nd Regiment, N: Y. N. G., having been formerly 1st Lieutenant.

Jan 7, 1917

By Helmar Schubert

The tensile strength of moist agglomerates consisting of granular materials is demonstrated with the aid of models. The applicability of these models is proved by experiments. An explanation of the different values of strength of imbibed and drained agglomerates is given and it is shown that the maximum tensile strength occurs at the so-called entry suction. The entry suction, which can be considered as the characteristic capillary pressure of the agglomerates, is described in terms of its parameters by a dimensional analysis. The influence of porosity is determined experimentally by means of regressional analysis and is compared with known model equations.

Jan 1, 1977

By J. G. Thompson

OXYGEN, nitrogen and hydrogen are present in practically all metals in one or more of the following forms: (1) molecular gas in blowholes or blisters, (2) combined in nonmetallic inclusions such as nitrides, oxides or silicates, and (3) in solid solution in the metal. Gaseous elements, in some of these forms, are encountered in practically all metals and alloys but possibly have received most publicity in connection with iron and steel. In fact, the entire steel industry depends upon the control of the oxygen content during the refining process, as well as in the finished material, and it was only after the adoption of the use of efficient deoxidizers such as manganese that the production of good steel with a low carbon content became possible. In normally clean, sound steel the amount of hydrogen is negligible and the amounts of oxygen and nitrogen vary from a few thousandths to a few hundredths per cent. However, many of the effects attributed(27,31,40.41,53,54,55,56,62) ? to the presence of these elements are important and at first glance appear to be out of proportion to the amounts of impurities involved. The presence of oxygen is believed to affect the solubility of carbon in austenite and ferrite and thereby to affect the structure of the iron or steel. Such properties as strength, hardness, ductility, elastic limit, impact resistance, magnetic permeability, tendency toward caustic embrittlement, irregularity in carburization, the cutting life of tools, certain corrosion phenomena, the presence of flakes, seams, bands, ghost lines and hair cracks, and the tendency to age-harden, all have been attributed to the presence of oxygen.

Jan 1, 1932

By J. G. Thompson

OXYGEN, nitrogen and hydrogen are present in' practically all metals in one or more of the following forms: (1) molecular gas in blowholes or blisters, (2) combined in nonmetallic inclusions such as nitrides, oxides or silicates, and (3) in solid solution in the metal. Gaseous elements, in some of these forms, are encountered in practically all metals and alloys but possibly have received most publicity in connection with iron and steel. In fact, the entire steel industry depends upon the control of the oxygen content during the refining process, as well as in the finished material, and it was only after the adoption of the use of efficient deoxi-dizers such as manganese that the production of good steel with a low carbon content became possible. In normally clean, sound steel the amount of hydrogen is negligible and the amounts of oxygen and nitrogen vary from a few thousandths to a few hundredths per cent. However, many of the effects attributed(27,31,40,41,53,54,55.56,62) ? to the presence of these elements are important and at first glance appear to be out of proportion to the amounts of impurities involved. The presence of oxygen is believed to affect the solubility of carbon in austenite and ferrite and thereby to affect the structure of the iron or steel. Such properties as strength, hardness, ductility, elastic .limit, impact resistance, magnetic permeability, tendency toward caustic embrittlement, irregularity in carburization, the cutting life of, tools, certain corrosion phenomena, the presence of flakes, seams, bands, ghost lines and hair cracks, and the tendency to age-harden, all have been attributed to the presence of oxygen.

Jan 1, 1932

By J. B. Dilworth

Outcrops of coal have been discovered in many localities in the Philippine archipelago, and practically all of the larger islands contain deposits of this mineral. Very little prospecting has been done to determine the value of the various cod-bearing areas, but so far as known, the largest and most promising fields are found: (1) in northern Cebu; (2) in the small island of Batan, a part of the province of Albay in southeastern Luzon; (3) in the somewhat larger island of Polillo, off the east coast of Luzon, and (4) in southern Mindoro, near the small coast town of Bulalacao. Northern Panny, south-central Cebu, and various localities in southern Luzon, Masbate, Negros, and Mindanao also afford evidences of the existence of coal-beds, the extent and value of which have not yet been proved. The general position of these islands and districts is shown on the map of a portion of the Philippine Islands, Fig. 1. Some of these coal-fields have been known for many years (coal was discovered in Cebu in 1827 and in Batan in 1842),'

Jan 1, 1909

Some years ago it was my good fortune to inspect some coal properties in Germany, and the most striking impression I received on my trip was that in that country every one in the coal industry, miners and operators, was proud of the fact-not apologetic about it-and that industrially coal was looked upon as a King. The explanation, of course, was that at least 90 per cent of the entire mineral value produced in Germany was from coal, and that it was the very foundation of the nation's industrial life. The feeling was so different from that existing in the United States among those engaged in producing coal that it made a profound impression on me, and many times since then I have speculated about the reasons for the difference in opinion in the two countries. Here, of course, our units are much smaller and more numerous, there is not so large a proportion of technically trained men, and we have the American trait of depreciating the things we do at home; but among those not actively

Jan 1, 1935

By C. Williams, D. V. Carter

During 1943 five oil fields and two gas-condensate fields were discovered in the East and East Central Texas district. The New Hope field, discovered by Tide Water-Seaboard in Franklin County, is the most important oil discovery since the Hawkins field in 1940. At the close of the year two oil sands were producing and two additional oil sands were being tested. The gas-condensate fields of Appleby in Nacog-doches County and the Stewards Mill field in Freestone County had only one producing well each. The Carthage field was extended 3 miles north and 4 miles west. Another well that was testing at the year end indicated a probable eastward extension of several miles. The Quitman field, in Wood County, was the most active from the standpoint of drilling operations. Approximately 48 wells were complcted during the year. The second and third most active fields were Hawkins field, Wood County, and Kildare field, Cass County, respectively. Wartime restrictions of material, together with manpower shortage and Federal spacing regulations, reduced the number of oil and gas-well completions from 265 in I942 to 171 in 1943. This represents a drop of 35 percent, or approximately 1/3, enough to replace the 531 producing wells abandoned in the district during the year. No changes were made in the price of crude oil in the district in 1943. The district produced 177,652,940 bbl. of condensate and oil during 1943. This represents an increase of approximately 11 per cent compared with the previous year. The East Texas field, which is the largest and most important field in the district, had an annual production of 128,568,647 bbl. of oil, which is approximately 6.5 per cent more than the previous year, and represents 72 per cent of the district's production of condensate and oil for the year. The district had an estimated basic daily allowable of approximately 509,000 bbl. of oil on Dec. 31, 1943. The entire district produced approximately 30 pcr cent of the state's production for the year 1943. The Hawkins field, Wood County, was operated 271 days during the year and with an average daily production of approximately 52,488 bbl. for the year. This field, which is the second largest in the district, produced 14,224,164 bbl, of oil during the year. Changes in annual production in certain fields in the district can be attributed to their ability to produce at higher rates, the demand, and transportation facilities in the war effort. The East Texas field showed an over-all decrease in reservoir pressure of 8.30 lb. during the year. Indications were that through the first quarter of 1944 the return of salt water to the reservoir was having a beneficial effect. It is hoped that, as more and more water is returned to the reser-

Jan 1, 1944

By D. V. Carter, C. Williams

During 1943 five oil fields and two gas-condensate fields were discovered in the East and East Central Texas district. The New Hope field, discovered by Tide Water-Seaboard in Franklin County, is the most important oil discovery since the Hawkins field in 1940. At the close of the year two oil sands were producing and two additional oil sands were being tested. The gas-condensate fields of Appleby in Nacog-doches County and the Stewards Mill field in Freestone County had only one producing well each. The Carthage field was extended 3 miles north and 4 miles west. Another well that was testing at the year end indicated a probable eastward extension of several miles. The Quitman field, in Wood County, was the most active from the standpoint of drilling operations. Approximately 48 wells were complcted during the year. The second and third most active fields were Hawkins field, Wood County, and Kildare field, Cass County, respectively. Wartime restrictions of material, together with manpower shortage and Federal spacing regulations, reduced the number of oil and gas-well completions from 265 in I942 to 171 in 1943. This represents a drop of 35 percent, or approximately 1/3, enough to replace the 531 producing wells abandoned in the district during the year. No changes were made in the price of crude oil in the district in 1943. The district produced 177,652,940 bbl. of condensate and oil during 1943. This represents an increase of approximately 11 per cent compared with the previous year. The East Texas field, which is the largest and most important field in the district, had an annual production of 128,568,647 bbl. of oil, which is approximately 6.5 per cent more than the previous year, and represents 72 per cent of the district's production of condensate and oil for the year. The district had an estimated basic daily allowable of approximately 509,000 bbl. of oil on Dec. 31, 1943. The entire district produced approximately 30 pcr cent of the state's production for the year 1943. The Hawkins field, Wood County, was operated 271 days during the year and with an average daily production of approximately 52,488 bbl. for the year. This field, which is the second largest in the district, produced 14,224,164 bbl, of oil during the year. Changes in annual production in certain fields in the district can be attributed to their ability to produce at higher rates, the demand, and transportation facilities in the war effort. The East Texas field showed an over-all decrease in reservoir pressure of 8.30 lb. during the year. Indications were that through the first quarter of 1944 the return of salt water to the reservoir was having a beneficial effect. It is hoped that, as more and more water is returned to the reser-

Jan 1, 1944

By Bradley Stoughton

THE importance of magnesium alloys as engineering materials has increased rapidly in the past few years. The most important properties of magnesium alloys are their lightness and strength, which result in their. extensive use in aircraft and automobile construction. Recent progress in the metallurgy of magnesium seems to offer hope of the production of the pure metal at a reasonable cost. The use of magnesium would doubtless increase greatly if it could be produced at a cost comparable with that of aluminum. AA preliminary survey of the magnesium-base alloys shows that the most promising from a practical standpoint are magnesium-aluminum and magnesium-zinc as binary alloys, and magnesium-zinc-aluminum as ternary alloys. The research reported in this paper is a preliminary study' of binary magnesium-aluminum and magnesium-zinc alloys, as an introduction to a series of further investigations.

Jan 2, 1926

Some years ago it was my good fortune to inspect some coal properties in Germany, and the most striking impression I received on my trip was that in that country every one in the coal industry, miners and operators, was proud of the fact-not apologetic about it-and that industrially coal was looked upon as a King. The explanation, of course, was that at least 90 per cent of the entire mineral value produced in Germany was from coal, and that it was the very foundation of the nation's industrial life. The feeling was so different from that existing in the United States among those engaged in producing coal that it made a profound impression on me, and many times since then I have speculated about the reasons for the difference in opinion in the two countries. Here, of course, our units are much smaller and more numerous, there is not so large a proportion of technically trained men, and we have the American trait of depreciating the things we do at home; but among those not actively

Jan 1, 1939

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Wilhelm Rohn

IN discussing the influence of a content of gases on metals and alloys we should probably first consider the physical and chemical conditions under which these gases may be present. By a chemical analysis, such as the total extraction of gases from the liquid metal by melting in a graphite crucible in vacuo, we find only the sum of gaseous chemical elements contained in the metal in any form and no reference is made to the special form under which they have been present previously. CONDITION OF GASES IN METALS In considering. gases in metals we may first turn our attention to gases simply dissolved. Because the solubility of almost, any gas decreases suddenly at the freezing point, most of them are released during solidification, developing rise of ingots and blowholes. If only a little gas is dissolved in the molten metal the size of such blowholes may be miscroscopical, or even submicroscopical, resulting in, a certain reduction of the notched-bar impact test values. Hydrogen is believed to become less soluble as the temperature is lowered and therefore increasing quantities of this gas may be evolved during cooling between the freezing point and room temperature, leading to unsoundness of the ingot at weak spots; i.e., at the grain boundaries. This gas at the grain boundaries probably is present at high pressure and therefore impairs the mechanical properties to a degree similar to that found in the hydrogen embrittlement of copper. Usually we may trace such gases by observing rising ingots, or at least by the formation of a characteristic pattern of small grooves upon etching. Another condition of gases present within metals is that of chemical compounds, the most common being oxides and mostly present as slag inclusions of various kinds. If such oxides are insoluble in the liquid metal and emulsify with it, we find microscopical or submicroscopical slag inclusions distributed homogeneously throughout the metal and spread through the whole mass of the crystals. This special form does little harm to the mechanical properties. Some oxides are somewhat soluble

Jan 1, 1932

By W. A. J. M. Van Waterschoot Van Der Gracht

The commercial production of petroleum in Germany is confined to the North German plain, in the Hereynian foreland, and the intramontane Permian salt basin of Thuringia, south of the Hare Mountains. Petroleum is produced in the former only in connection with salt domes, upthrust through Tertiary and Mezozoic strata of great thickness. In the basin of Thuringia petroleum is found in a Permian dolomite underlying a salt formation. It is exclusively in the peripheric zone of a few of the salt plugs in the North German plains region that commercial oil has so far been developed, notably in the following fields, all in the general region northeast of the city of Hanover: (1) Hänigsen-Obershagen-Nienhagen, south of Celle; producing from horizons in the Upper Triassic, the Middle Jurassic and the Lower Cretaceous; (2) Oberg, south of Peine; producing from horizons in the Middle Jurassic and Lower Cretaceous; (3) Oelheim-Eddesse, north of Peine; producing from horizons in the Upper Triassic, Lower and Middle Jurassic; (4) Wietze, west of Celle, where the main producing horizon is in the Lower Cretaceous. In some of these oil fields production from surface seepages was mentioned as early as 1669 (Oberg). Commercial production of importance dates only from recent time.

Jan 1, 1932

By A. Madrazo

The Standing-Katz method for predicting liquid densities of reservoir fluids has been tested using experimental data of 154 bottom-hole or recombined reservoir fluid samples. New pressure- and temperature-correction curves for the Standing-Katz type correlation are presented which improve the accuracy of prediction. INTRODUCTION The present study was undertaken to investigate the known methods of determining liquid densities and to select one of them which might yield a better correlation if additional data were employed. An appropriate correlation would incorporate the following characteristics: (1) ease of handling in the computations, (2) results within engineering accuracy and (3) data easily accessible. After careful investigation of the different methods, the Standing-Katz correlation1 appeared to have these characteristics. The Standing-Katz correlation for liquid densities of hydrocarbon systems is based upon limited data. The original work, which employs apparent densities for methane and ethane, was based on data of 15 saturated crude oils in equilibrium with natural gas. Therefore, a test of the correlation using additional experimental data would serve either to validate the Standing-Katz correlation or to form a basis for corrections if such were necessary. PROCEDURE AND GRAPHICAL SOLUTION The data of 154 bottom-hole or recombined reservoir fluid samples were employed to calculate the densities at 14.7 psia and 60°F by the method described in Table 1. Volume contributions for methane and ethane were assigned from the pseudo liquid density plot (Fig. I), but volume contributions for N2, CO2 and HzS were not considered. The densities computed at reference conditions of 14.7 psia and 60°F were then elevated to their respective temperatures and pressures by the use of the correction curves proposed by Standing.' The percentage differences between the experimental values and the calculated values were determined; these samples were grouped into temperature, pressure and density ranges to determine a possible trend. It appeared that, at temperatures above 160°F, the calculated density values were consistently larger than the experimental density values; however, no obvious trend was found for the density and pressure ranges. There is a relationship between the pressure-correction and temperature-correction curves. This relationship, embodied in the temperature-correction curve, can be expressed as follows. The experimental densities of 125 samples above their bubble points were known. From these isothermal data, it was possible to determine an experimental-density difference between two pressures; and (from Fig. 2*), a calculated density difference between the same two pressures was determined. The relative effect of temperature must be considered in the calculated-density values. The effect of temperature can be determined by entering Fig. 3* at the two densities in consideration and obtaining the change in density at constant temperature. This change, or delta density, must be added

By Luther W. Bahney

Jan 1, 1912

By Fred W. Stiefel

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

Jan 1, 1942

By M. J. Taffanel

I AM very much impressed by this manifestation of international brotherhood; the mining engineers on both sides of the ocean have similar subjects to deal with, meet with the same difficulties, expose themselves sometimes to similar dangers; they are like companions in arms in the battle fought by mankind in order to subjugate the natural forces and to draw profit therefrom. There is no other field where this fraternity must manifest itself more actively than in the studies pursued with a view to improving the safety of mines and to rendering impossible in the future these mining disasters, which every year claim hundreds of victims. These are very difficult problems, the solution of which requires numerous and laborious experiments accompanied by very arduous scientific investigations; it is extremely desirable that the various mining countries, which have undertaken to solve these difficult problems, should unite their efforts in order to succeed as soon as possible and as well as possible. This idea has been fully grasped by your Bureau of Mines, which has brought me to Pittsburg; the daily exchange of views with the distinguished chief of-the mine investigation division, George S. Rice, and with his excellent collaborators, the comparison of the results obtained at Lievin and Bruceton, the checking of these results by means of new tests, the profound study of the measurements, diagrams, measuring and laboratory apparatus, the cooperative investigation of new apparatus, or the preparation of new investigations, are, I hope, of such a nature as to bring about great progress. I think that it will be interesting to you to know what has been done in France along this line.

Jan 9, 1914

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942