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The Nominating Committee for Institute Officers in 1953, John R. Suman, chairman, completed its work at the Annual Meeting in February, and has made its report to the Board of Directors. The President-Elect in 1953 serves as President in 1954. The ticket follows: For President-Elect and Director, Leo F. Reinartz; for Vice-President and Director, A. B. Kinzel and Lloyd E. Elkins; for Director, Hjalmar W. Johnson, Philip Kraft, Gail Moulton, Edwin L. Oliver, Philip Wilson, and Elmer Isern. Mr. Reinartz is a vice-president of the Armco Steel Corp., Middletown, Ohio. As required by the bylaws, brief biographical sketches of the nominees will be published in the July issues of the journals.

Jan 1, 1952

By E. J. Horwood

The varying physical character and large extent of the Broken Hill lode necesarily involve the employment of a variety of underground methods. The lode had its origin in an extensive fault plane traversing metamorphosed schists conformably, as a rule, with their beds of stratification. The underground waters carrying minerals in solution deposited their contents in the original cavities formed by the faulting action, and in the enlargements of these cavities due to dynamic forces brought to bear on the rocks, more especially on the hanging-wall side of the fault. This deposition was supplemented by metasomatic replacement of a portion of the original rock contents by the argentiferous sulphides of lead and zinc which form the staple products of the district. Although the orebody is practically continuous throughout the mines, its width varies greatly, ranging from a few feet to about 350 ft. The widest portions occur in conjunction with huge folds in the inclosing country rock, almost exclusively on the hanging-wall side. The ore in these folds pitches to the south in the southern half of the field, and to the north in the northern half; there are, however, undulations in these ore channels evidently due to compression of the rocks in the direction of the channels. In the earlier days, before the orebodies had been opened up, vertical cross-sections across these bulges in the hanging wall gave the lode the appearance of the "saddle formation," so well exemplified at Bendigo in Victoria; but subsequent development of the ore channels has long since proved that the formations in the two districts are entirely different. The depth reached by the zone of complete oxidation of the sulphides varies from about 259 to 550 ft, from the original outcrop, while partial oxidation extends in places below the 1,000-ft. level. The result of oxidizing influences has been the production of ore of every grade of cohesive-ness, from that of dry sand to that of hard compact rock. The methods of mining followed in this field, and even in individual mines, are varied in accordance with the character of the ore. The general practice of the field is to sink vertical shafts, generally on the foot-

Jan 1, 1916

By G. G. Sarkar

SHARPNESS of separation and washing efficiency are often confused. The sharpness index indicates the precision of a washing unit; the washing efficiency takes into account not only the unit's precision but also the washability characteristics of raw coal and the near-gravity materials at the effective density of cut. A sound basis for evaluating the sharpness index is essential in comparing the sharpness of separation attained by different cleaning units. Sharpness Index and Related Criteria: Washing plant sharpness of separation has been well represented by Hancock's efficiency chart and Tromp's curve of migrated materials. Some useful coefficients derived from Tromp's curve-the error area, probable error, and imperfection value-have been widely used to measure sharpness of separation. These are defined in a number of papers presented at the first and second International Coal Preparation Conference held in Paris (1950) and Essen (1954).1-5 In evaluating the performance of a dense medium separator at four different gravities, Yancey and Greer6 observed that even with similar operating conditions and the same size grading of feed, the imperfection value of a washing plant varies through a greater range than the probable error. The present writer also observed the same type of anomalies in comparing the imperfection values of one plant which were determined under almost identical conditions. He therefore devised a graphical method to evaluate a washing unit's sharpness of separation and define it by a single coefficient, which is substantially independent of coal characteristics under normal operation of the unit. Unlike imperfection value, the new coefficient can be expressed on a percentage basis.

Jan 12, 1957

In the General Alphabetical and Analytical Index of A I M E Publications for the years 1926 through 1935, a complete list of the volumes covered is printed on page 5, but the dates of publication of the volumes are not given Therefore the following information regarding the volumes that were printed without numbers may be useful to users of the Index

Jan 1, 1937

By John D. Kalasky, Stephen Krickovic

Adequate ventilation in coal mines depends upon good face control, as well as upon a well designed and properly controlled overall ventilation system. The fundamentals of effective bleeding for provision of good ventilation and control and removal of methane are described. The various mine pillaring systems for which it is both easy and difficult to provide effective bleeder systems are detailed. Bleeders in conjunction with longwall mining are also discussed.

Jan 1, 1974

By George S. Lockwood

Plans are moving ahead toward the July 1965 start-up date for Kaiser Steel Corp.’s new pelletizing plant at its Eagle Mountain, Calif., iron mine. Capacity will be 2 million long tons of pellets containing 65% Fe. A major portion of the output is scheduled for charging into Japanese blast furnaces as the result of a contract to supply Mitsubishi interests with 10.8 million tons of pellets over a six-year period. Kaiser's concentrating plant at Eagle Mountain plus sintering facilities at Fontana are adequate to meet the requirements of its blast furnaces, which, as a consequence, are not expected to take any substantial quantity of pellets during this period. However, some 200,000 tons of pellets per year is scheduled to be used for the production of special steels and in the open hearths as a substitute for the high-cost ores now being used.

Jan 8, 1964

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 F. B. Plummer

THE physical properties of oil-producing sands, such as grain size, porosity, and permeability, are becoming more and more important in petroleum production engineering as oil fields are being repressured and rejuvenated. A number of excellent papers have been published recently on all three of these properties. Faucher, Lewis and Barnes1 give a com-plete survey of the work done through 1932 and contribute also much information on sands that they themselves have examined. Muskat and Botset,2 Wykoff, Botset, Muskat and Reed,3 Hurst,4 and Muskat5 have contributed a great deal to the theory and actual measurement of flow of liquids and gases through porous media. Muskat and Botset have measured the permeabilities of different sands with gases and liquids. They find that the radial is always slightly under the linear permeability. However, in most of the previous experiments small samples of the sand were used, and the method of production of fluid or gas through the sands has not been very close to actual oil-field conditions. In addition, so far as the authors are aware, no measurements of linear and radial permeabilities have been made simultaneously under exactly the same conditions. The multiple permeability apparatus described here is a part of the equipment being acquired by this laboratory for thorough investigation of the physical properties of producing sands. It possesses certain advantages for comparative studies of liquid flow. Additional data and descriptions of other instruments will follow in papers to be written later on. The essential features of the permeability apparatus are as follows:

Jan 1, 1934

By J. A. Harrison

The physical composition of coal and the distribution of its physical constituents will partially determine the efficiency of the process chosen for coal preparation. Distribution and concentration of coal macerals will, to a degree, be controlled by preparation processes. A number of preparation processes have been evaluated to determine this interrelation. These evaluations will help provide information needed for the production of coal that meets definite petrographic composition specifications. etrographic composition and degree of coalifica-tion of coal can determine the choice of cleaning processes and equipment used in coal preparation. The purpose of this paper is to present data on studies of the preparation processes of breakage, sizing, cleaning, and blending and to show the effect coal's petrographic composition has on these processes. Herrin (No. 6) and Danville (No. 7) Coals from Illinois were used in these tests. Nomenclature used herein is that approved in the Glossary of the International Committee for Coal Petrology,' based primarily on the Stopes-Heerlen system of classification2 and used in coal petrography laboratories throughout the world. BREAKAGE TESTS Breakage tests of Illinois coals related to petrographic composition have been conducted at various times at the Illinois State Geological Survey. These tests have been classified under two headings -impact tests and compression tests. Impact tests, as the name implies, consisted of breaking the coal by a sharp, sudden force. Impact tests were further divided into fall tests and block tests. Compression tests consisted of applying a constant pressure on a piece of coal until the coal fractured.

Jan 1, 1963

The pattern of the coal industry west of the Mississippi River, so far as its history is concerned, is entirely different from that to the east of the "Father of Waters." When the Louisiana Purchase was consummated, one of Jefferson's first thoughts was to ascertain what sort of a country had been purchased, and to that end he sent Lewis and Clark to ascend the Missouri River and to reach the Pacific Ocean if possible, but above all to bring back a report showing the character of the country, its mineral and other resources, inhabitants, etc. This first expedition was supplemented by others to various parts of the vast domain for the same purpose; years later, when transportation routes were necessary to hold and develop the western country, a number of expeditions were sent to explore possible routes for railroads. The records of nearly all of these explorers, as will be shown later, contain references to coal in many localities, the possible value of which was realized but its potential value remained dormant for many years until increasing population and methods of transport made markets available. Missouri was the first state west of the Mississippi in which coal was produced and the names of a number of places show that the French were familiar with the coal deposits there. Lewis and Clark, soon after they left St. Louis, passed "a remarkable Coal Hill on the Larboard Side, called by the French Carbonere, this hill appeares to Contain great quantity of Coal."1 This hill was about seven miles below St. Charles. No other outcrops were seen by them until they had passed the present limits of the state. The Louisiana Gazette of April 9, 1805 contained an article on "The Missouri," author not stated, which said, "the short stay we have generally made among the savage nations has prevented us from making those researches, which would have supplied us with a more extensive information respecting the various mines found on the borders of the Missouri; we know with certainty only those of iron, lead and coal." In 1806 Pike passed through Missouri on his tour to Mexico. On August 17th, along the Osage River he remarked, "here the river-bank is

Jan 1, 1942

By Arthur F. Daily

13.5-1. Placer Deposits-Definitions. Placers are defined for this chapter as unconsolidated deposits of detrital material containing valuable mineral, and placer mining is defined as surface exploitation of placer deposits. Unconsolidated marine deposits containing industrial minerals, such as the very large pebble phosphate beds in Florida, pelletal phosphate beds in the Sechura Desert in northwestern Peru, oyster shell beds occurring at many places, and nodules resting in the sea floor, are not classed herein as placer deposits, though methods commonly used for mining placers may be employed for their exploitation. The natural processes that may form placers range from chemical weathering to stream, marine, and wind action, and combinations thereof, resulting in some degree of concentration of valuable mineral. One or more cycles of erosion and deposition may have occured. In relation to mining, placers include unconsolidated barren or near-barren overburden and underlying weathered bedrock. Placers of any origin subsequently may become drowned by the sea and then partly or entirely covered by marine deposits; or they may become covered with alluvium, eolian deposits, or lava. The mining of placer deposits for valuable mineral content usually is followed immediately by primary concentration using wet (rarely dry) gravity methods, succeeded by secondary concentration employing both gravity and other methods. 13.5-2. Classification of Placers. A fundamental classification of placers according to genetic types follows; some degree of concentration occurs during formation of all except saprolite and some moraines. 1. Saprolite and residual placers, consisting of mineralized rock decomposed in situ principally by chemical weathering; respectively either without change in volume, or slumped because of dissolution of some constitutent.

Jan 1, 1968

By Fathi Habashi

Nickel, copper, and elemental sulfur can be recovered from a low-grade pyrrhotitepentlandite type concentrate by leaching with HNO3 in a pressure reactor at moderate temperature and pressure. The bulk of iron is converted to an oxide. Same results can be achieved by leaching in an open vessel under a reflex condenser for an extended period of time.

Jan 1, 1974

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 D. G. Westlake

Alloys of poly crystalline Nb-H have been tensile tested at 77" and 120°K after slow-cooling and after quenching from room temperature. A rationale has been developed to explain the effect of cooling rate on ductility in terms of microstructure. The inferior ductility of the slow-cooled alloys in this temperature range can be attributed to the precipitation of coarse hydride particles that fracture in the early stages of plastic deformation. Quenching Produced much smaller hydride particles and a decreased tendency for initia-tion and popagation of cracks. Prismatic dislocation loops, punched into the matrix of quenched alloys, eliminate the yield point and may Play some role in the low temperature ductility of the quenched alloys. The difference in ductility between quenched and slow-cooled V-H alloys was even greater than that observed in the N b-H alloys. It is well known that the ductility of Nb-H and V-H alloys decreases with increasing hydrogen concentra-tion and with decreasing temperature.1-l1 The follow-ing are some of the numerous mechanisms that have been adopted in attempts to explain these observations: 1) hydrogen-dislocation interarction,4'6 2) lowering of the crack surface energy by adsorbed hydrogen,9'10 3) localized lowering of the niobium bond strength,9 and 4) exertion of pressure inside voids by molecular hydrogen.6 A recent study1' indicates that, in some way, the embrittlement is related to the precipitation of a hydrogen-rich phase, because embrittlement and hydrogen solubility have the same temperature dependence. Most of the investigators observed that at very low temperatures there was a return of the ductility. Thus, hydrogenated niobium and vanadium may be said to exhibit a low temperature ductility minimum."1'8'9 It has been reasoned by most observers that diffusion is required for the embrittlement mechanism to be operative, and that as hydrogen becomes immobile at very low temperatures, the ductility increases. This investigation of the mechanical behavior of Nb-H al-loys under various conditions is an attempt to gain a better understanding of the low temperature ductility minimum. EXPERIMENTAL Tensile specimens, with gage length dimensions 20 by 3 mm, were machined from sheet stock" and both faces were ground on wet 600 grit Sic paper to obtain a final thickness of 0.5 mm. Annealing as described earlier12 resulted in average grain diameters of 0.3 mm. The recrystallized niobium tensile specimens were electropolished in 90 parts H2S04, 10 parts HF (48.9 pct) by volume, at 287°K and 30 v. Hydrogen, which may have been present in the starting material and/or added during specimen preparation, was removed by annealing at 1073°K in a dynamic vacuum of 2 X 10-6 torr. Hydrogenated specimens (1.15 at. pct H) were prepared by reaction with a known quantity of pure hydrogen (obtained by thermal decomposition of UH3) at 1073oK, followed by cooling at the rate of 100" per hr. These were vacuum encapsulated, homogenized at 573°K for 3 to 5 hr, and furnace-cooled. Tensile tests were conducted on an Instron machine at a strain rate of 4 x l0-5 per sec. The gripping device was such that the specimen was positioned below the crosshead. Thus, subambient test temperatures could be obtained by immersion of the device in a cooling bath of either liquid nitrogen or Freon-12. The temperature of the Freon-12 was controlled within ± 0.1°K of the desired temperature by automatically monitoring the flow of liquid nitrogen through a copper coil in the bath. Slow-cooling to 77°K was accomplished as follows. The testing device was surrounded by a rubber jacket, open at the top and with small holes in the bottom. Liquid nitrogen, brought up to the bottom of the jacket, entered the holes and vaporized quickly. The temperature was monitored at the specimen with a copper-constantan thermocouple, and a constant cooling rate of 2 deg per min was easily achieved by controlling the level of the liquid nitrogen outside the jacket. RESULTS AND DISCUSSION Low Temperature Ductility Minimum. Resistometric studies of both Nb-H12 and V-H13 indicated that at tem-peratures less than 150°K, virtually all of the hydrogen

Jan 1, 1970

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

A. 0. ASHMAN, Palmerton, Pa. (written discussion?).-Owing to the conflict of the terms thermometry and pyrometry, in numerous cases the entire field of temperature measurements has been divided under these two headings. This confusion is probably clue to the fact that originally a pyrometer was understood to be an instrument for measuring temperatures above the range of a mercury thermometer. In modern practice, however, pyrometers are not only used to measure the temperature over the range of the thermometer, but also to a much

Jan 12, 1919

By AIME AIME

WILLIAM BAYARD HEROY, Director of the Institute since 1935 and Vice-President for the past year, has been active in both geological and engineering circles of the petroleum industry for many years. "Bill," as he is generally called, was born in New York City in 1883, and graduated from the department of geology at Syracuse University in 1909 with a Ph.B. degree. Immediately he joined the U. S. Geological Survey, where he established an enviable record during the next eleven years. While with the Survey he acted variously as chairman, chief, and advisory engineer for a variety of Governmental bodies, many concerned with power.

Jan 1, 1939

By H. Shaw

In the author's previous paper an attempt was made to analyze in detail the gravitational effects arising from certain subterranean anomalies of simple form, and extending to infinity in three directions. As a result of this critical examination, certain features—which were considered to be characteristic of the anomalies under investigation—were disclosed, a close observance of which enables a complete interpretation to be reached. The most simple case was first considered; viz., that of a heavy horizontal plate, bounded above and below by horizontal planes, and extending to infinity on one side of a vertical plane containing the y axis, in the three directions + y, —y, and +x. After this, the investigation was extended to the case of a similar infinite horizontal block having an inclined face. In each case the form and behavior of the gradient curve and the curve of differential curvature were analyzed, and entirely distinct interpretations were put forward, based upon (1) the gradient, (2) the differential curvature and (3) a comparison of these two quantities. In continuation of the previous work, and as a preliminary to further analysis of more complex structures, certain factors will now be examined which characterize (1) the simple infinite vertical block and (2) an infinite block which is inclined to the vertical, formations which are of considerable practical interest, being typical of important. geological structures—intru-sive dikes, lodes, veins, etc.—and because, even though in nature these may be irregular, valuable guides to a more complete interpretation are obtained by assuming, as a first approximation, that they have the simple characteristics to be studied hereafter. In the previous paper certain preliminary assumptions were made in order to render the resulting deductions universally applicable and entirely independent of the particular scale employed. Consideration was limited to homogeneous deposits of unit positive effective density (and this condition is retained in the present investigation), so that in the case of

Jan 1, 1932

By W. C. Lacy

THE Cuajone porphyry copper deposit is the northernmost of a group of three deposits in southern Peru controlled by the Southern Peru Copper Corp.-Toquepala, Quelleveco, and Cuajone- all within a 20-mile belt. Although small pockets of high-grade copper oxide ores were worked in the Cuajone area in the 19th century, it was not until 1939 that its potentialities as a disseminated deposit were recognized by O. C. Schmedeman. An exploratory drilling program was begun in December 1942 and continued until early 1945. The program was revived in November 1952 and completed early in 1954. Early exploration was by diamond drilling. Later exploration was predominantly churn drilling, with diamond drilling used only for wildcat holes.

Jan 1, 1958