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By H. DeWitt Smith, W. H. Sirdevan

The mine operated by the United Verde Copper Co. is situated near Jerome, Ariz., on the eastern flank of the Black Hills, at an elevation of approximately 5500 ft. (1676 m.) above sea level. The mine and the town of Jerome are located on a steep hillside, which slopes rapidly to the valley of the Verde River. The smelter town of Clarkdale is situated in the Verde valley 4.1 mi. (6.5 km.) distant in an air line from Jerome, and at an elevation of 3560 ft. The two towns are connected by the standard-gage railroad of the Verde Tunnel & Smelter R. R., a subsidiary of the United Verde Copper Co. This road is 11 mi. long and has a compensated 4 per cent. grade. At Clarkdale, it connects with the Verde Valley branch of the Santa Fe R. R. The narrow-gage (36-in.) line of the United Verde & Pacific Ry. was, until 1919, Jerome's only rail connection with a main trunk line. This road connects with a branch line of the Santa Fe system at Jerome Junction, after traversing 26 mi. of mountainous country. From the time of its location, in 1876, until its purchase by Senator W. A. Clark, of Montana, in 1889, the United Verde mine was worked on a small scale and shipments of high-grade gold-silver ore were made from the surface workings. Until 1894, when the narrow-gage railroad to Jerome Junction was completed, all supplies for the mine and smelter

Jan 1, 1922

By J. H. Bowden

The shaft-plant here described was put in operation in September, 1895, and the No. 6 slope-motor was started in May, 1896. The plant comprises : One Norwalk three-stage compressor l21/2, 91/2 and 5 in. diameters of air- and 20 in. diameter of steam-cylinder, all 24 in. stroke; capacity at 100 revolutions, 296 cu. ft. of free air per minute, compressed to 600 Ibs. per sq. in. A main pipe, 5 in. diameter, 4380 ft. long, with five charging-stations in No. 6 Shaft, and a branch of 3 in. pipe, 3100 ft. long, with three charging stations, in No. 6 Slope. These pipes on each line charge a Porter compressed-air motor, with 7 by 14 in. cylinders, and four 24 in. drivers, weighing about eight tons, with a tank-capacity of 130 cu. ft. of air at 550 lbs. pressure in the main tank, reduced to 160 lbs. in the 8-in. auxiliary tank of 4.2 cu. ft. capacity, supplying the cylinders. The No. 6 shaft run averages 4000 ft. each way on grades of $ to 23/4 per cent., and averaging close to one per cent. in favor of the loaded cars. The No. 6 slope run averages 2100 ft. with nearly the same grades. The mine-cars weigh 2800 Ibs. empty, and about 9800 lbs. loaded, and are hauled in trips of 12 to 20, averaging about 15 cars. The shaft-motor now hauls about 355, and the slope-motor 320 cars per day of 10 hours, replacing in the shaft 17 mules, and

Jan 1, 1901

By Dwain K. Butler

INTRODUCTION Characterization of a site for the prediction and simulation of dynamic events requires the determination of mechanical properties of the rock at stress/strain levels and rates and at a scale appropriate for the events and critical structures involved. The structures of interest can be on the surface, underground, or designed to impact and penetrate into the site (projectiles). Dynamic events of interest are equally diverse: seismic waves from distance earthquakes or explosions; close-in phenomena associated with earthquakes and explosions; vibrations associated with heavy equipment or machinery; and stress transients associated with impact and penetration. The complexity of site characterization depends on two factors not specifically related to the nature of the site itself: the stress levels generated by the dynamic event and the sophistication of the prediction and simulation techniques. For very high stress levels, such as occur near a nuclear detonation, and for low stress levels, such as occur during seismic wave propagation, site characterization is simplified, and often certain details of the site are not particularly important, such as shear strength variations in the case of very high stress levels. In the intermediate stress range, however, all descriptive relations are non- linear, a complete finite strain constitutive model is required, and all details of the site, such as lithology and fracture distribution, become important. The site characterization must be complete enough to support the most sophisticated prediction and simulation technique that will be applied to the analysis of the dynamic event. The procedures of site characterization are illustrated in this paper by a specific dynamic event, projectile impact and penetration, and a specific site, an outcrop of Dakota Sandstone near San Ysidro, New Mexico. The structure of interest was the projectile itself: nominally, 1.5 m in length, 0.165 m in diameter, 180 kg

Jan 1, 1984

By DR. RICHARD RATHBUN

(Washington Meeting, May, 1965.) THE remarks of Dr. Rathbun in his address of welcome render it unnecessary that I dwell either upon the history or aims of the National Museum, and enable me to proceed at once with a brief descriptive outline of the Department for which I am responsible, and this with particular reference to that division devoted to applied geology. The amount of geological material brought together prior to 1876, under the various Congressional acts quoted, was, though valuable, comparatively small. It consisted mainly of the collections made by Professor J. D. Dana and his assistants during the Wilkes Exploring Expedition; by the various geologists accompanying the surveys of the Pacific railroads in 1854-55; the Surveys West of the 100th Meridian under the direction of the Engineering Corps of the Army; the United States geological surveys under direction of Dr. F. V. Hayden ; and the various Land Office surveys. Prior to 1873 there were no paid assistants to care for these collections. They were studied, if studied at all, by " collabrators," so-called, several of whom had offices and even sleeping apartments in the Smithsonian Institution. In the list of these collaborators are found such names as Conrad, Cope, Gabb, Leidy, Lesquereux, Meek, and Newberry. The building now occupied by the National Museum was designed primarily to make room for the great mass of material secured in 1876 at the close of the Centennial Exposition in Philadelphia. As completed in 1880, it afforded opportunity for expansion and incidental organization on much more practical basis than had previously existed. This found expression in the creation of numerous departments with salaried officials to take charge of the various collections. With the appointment of Dr. George W. Hawes to the position of Curator of Geology and Mineralogy, in 1881, and Dr.

Jul 1, 1905

By Robert F. Mehl

Jan 1, 1944

By Robert F. Mehl

Jan 1, 1944

By S. E. Haszko

Fused alumina or silica crucibles were used as the containing vessel. X-ray powder photographs were taken with CrKa radiation and the use of Straumanis type Norelco cameras of 114.6 mm diam. Crystallographic data for these compounds are shown in Table I. These results are in agreement with others of this series reported previousiy by Wernick and Geller.l The abnormally large atomic volume of Eu and Yb metal3 is manifested in EuA12 and YbAl2, when one compares them with the compounds reported in Ref. 1. However, the behavior of Yb in the Ni compound is the same as that observed in Ni5Yb having the Cu5Ca structure.4 Thus, it appears that Yb has a valence closer to 3 only in the Ni compounds; i.e.. the 2s and Id electrons are lost to the conduction band. 1,4 Europium in EuAl2, appears to have a valence closer to 2. In previous work.' X-ray patterns of ingots of NdCo2 indicated a multiphase material with faint indication of the presence of a phase having the MgCu2 structure. It was thought that NdCo2 formed peri-tectically from the melt, resulting in a multiphase system when cooled under nonequilibrium conditions. An X-ray pattern of a sample from a melt cooled more slowly than in past work showed that the major phase was NdCo2. The lattice constant, Table 1, is in excellent agreement with the value one can predict from the data of Ref 1. One of the other phases was identified as Co,Nd. The author wishes to thank J. H. Wernick for his guidance in this work, and D. Dorsi for the preparation of these compounds. 'J. H. Wernick and S. Geller: AIME Trans., in press. 'J. H. Wernick and S. E. Haszko: to be published. 'F. H. Spedding and A. II. Daane: Progress in Nuclear Energy, Series 5, Eds.: H. M. Finniston and J. P. Howe, McGraw-Hill Book Co., 1956. 'S. E. Haszko: to be published. 'J. H. Wernick and S. Geller: unpublished work. 6J. 11. Wernick and S. Geller: Acla Cryst., 1959, vol. 12, p. '162. The Influence of Hydrogen on the Lattice Parameters of Ti-Sn Alloys A. Coucoulas and H. Margolin A reinvestigation of the lattice parameters of Ti-Sn alloys by the present authors has revealed consistently higher c and a values than those obtained by Worrier. The difference is most pronounced in the c-parameters which are, therefore, used as a basis of comparison. This discrepancy was not due to air contamination, since precautions were taken to exclude this possibility. Specimens for Debye-Scherrer photograms were prepared by arc-melting 15-g buttons of Bureau of Mines titanium and 99.99 pct Sn, with compositions of 6, 8, 10, and 12 at. pct Sn. These buttons were forged under an oxygen-acetylene torch to 1/8-in. sq rods to produce relatively fine grained material. Scale and some surface were ground off, and the rods, after wrapping in molybdenum and titanium sheet, were vacuum annealed 15 min at 800 °C to remove hydrogen. Heat treatment of one of the samples at 875°C to produce ß and reveal a at the surface showed no surface contamination. Following the vacuum treatment, the specimens were wrapped in molybdenum and annealed for 1week at 800°C under two atmospheres of argon. After water-quenching, the rods were ground so that the thickness tapered to 0.1 mm at the tips. The ground specimens were then recapsuled as previously and reannealed 1 hr at 800°C to remove cold work. The

Jan 1, 1961

By William P. Blake

The importance to the growing steel industry of the United States of a domestic supply of ferro-manganese or "spiegel" of a high grade, induces me to bring to your notice some details of the method by which a superior article is produced in the Austro-Hungarian Empire. At Reschitza, Hungary, and probably at Laibach also (the Krainische Industrie Gesellschaft), ferro-manganese is made in a blastfurnace, with charcoal as fuel, and limestone as the flux. The ore is a ferruginous mixture, containing about 37 per cent. of sesquioxide of manganese. It is silicious, and somewhat, resembles, in its appearance, the manganese ore from Red Island, in the Bay of San Francisco, California. It contains about 29 per cent. of silica and some alumina, shown by the subjoined analysis:

By P. Chaudhari, Michael B. Bever

The heat of solution at infinite dilution of selenium in bismuth, the heat of mixing of selenium and bismuth, and the limit of solubility of selenium in bis~rzuth have been determined at 573, 623; and 663°K by metal solution calorimetry. The heat of forrrzation of the compound Bi2Se at these temperatures has been determined from the heat effects associated with the precipitation of the compound from a saturated solution oj selenium and bismuth. The published information on the thermodynamic properties of the system Bi-Se is limited. The heat of solution at infinite dilution of selenium in bismuth at 623°K has been measured.' The heat of formation at 273 K1 and room temperature2 and the heat capacity at 80 K3 of the compound Bi2Se3 have been reported. An estimate of the heat of formation of the compound BiSe at room temperature has been published.2 Information on the phase relations in the system Bi-Se is available.' In the investigation reported here the following quantities have been determined at 573", 623", and 663°K: 1) the heat of solution at infinite dilution of selenium in bismuth, 2) the heat of mixing of selenium and bismuth in bismuth-rich solutions, 3) the limit of solubility of selenium in bismuth, and 4) the heat of formation of the compound BizSe. These quantities were determined by the addition of selenium to bismuth-rich solutions in a metal solution calorimeter. The determination of the heat of formation at the tem- perature of the calorimeter bath involved the precipitation of the compound from a saturated solution in the calorimeter. 5,6 This method differs from that commonly used which requires the addition of the compound and of a mechanical mixture of its components and yields the heat of formation at the temperature from which the additions are made (273 K EXPERIMENTAL PROCEDURE AND CALCULATIONS The solution calorimeter has been described in detail.' Pure bismuth (99.999+ pct) was used as the bath at the start of a run. The calorimeter was calibrated with small amounts of bismuth added from 273°K; the differences of the heat contents of bismuth at 273°K and the temperatures of the baths are listed in Table I. After the calibration, additions of hexagonal selenium (99.999+ pct) were made. Loss of selenium by evaporation was negligible. No unusual experimental difficulties were encountered.9 The differences in the heat contents10 of selenium at 273°K and the temperature of the bath, listed in Table I, were subtracted from the measured heat effects to give the "adjusted heat effects". The methods by which the heat of solution at infinite dilution, the

Jan 1, 1968

By Adrian C. Dorenfeld

Laboratory data form the basis for the design of flotation circuits. These data, obtained from testing samples of the ore, should show the optimum con- ditions for concentrating the ore and the effects of change in process vari- ables. Among the more important variables commonly met in flotation practice are: Liberation Size-This is the particle size at which substantially all of the valuable minerals are detached from the gangue minerals. Reagent Additions- Experimental data will show the reagents used and their quantity, quality, and point of addition. Pulp Density-This is an important variable in the design of the flotation circuit because it is one of the factors determining the size and number of flotation cells. Flotation Time-The time necessary to make the separation into concentrate and tailing depends on such factors as particle size and reagents used and must be known for determination of the size and number of flotation cells in the plant. Temperature of Pulp-Temperature affects flotation reactions. Water at approximately room temperature is satisfactory for most flotation separations, but some minerals such as fluorspar are best floated in hot water. Type of Circuit-Many types of circuits can be designed, as discussed in detail later. The laboratory tests should provide data for design of the plant circuit best suited to the ore. Water-Knowledge of the quality of the future plant's raw water is important because water quality may drastically affect flotation results. If possible, flotation tests should be made using samples of the water to be used in the plant. Flotation results may vary with seasonal temperatures and with circulation of reclaimed water. Experimentation can show whether it will be necessary to provide for heating, cooling, treating, or reclaiming the water. Uniformity of Ore-The extent of variation of the ore in hardness, grind- ability, mineral content, and floatability should be investigated so that the designer can ascertain methods to overcome problems caused by ore variations. Settling and Filtration Data-To design the plant flotation circuits, settling and filtration rates and ultimate percentage solids of the various products must be determined. Corrosion and Erosion-Corrosion and erosion tests should be made on the flotation pulps, particularly if the pulps are acid or at an elevated temperature, so that suitable materials of construction can then be chosen.

Jan 1, 1962

By J Price, M. R. Geer, H. F. Yancey

COAL mine operators recognize coal as an abrasive material, because the wear of drilling, cutting, and conveying equipment is reflected as a cost item for replacement of parts. Similarly, industrial consumers of coal experience abrasive wear on all coal-handling equipment. Operators of pulverized fuel plants are doubtless most keenly aware of the abrasiveness of coal, because under the high contact pressures developed between coal and metal in pulverizers, abrasive wear is increased many fold. Moreover, experience in operating pulverized fuel plants has demonstrated that some coals are much more abrasive than others. Hardgrove' stated that maintenance costs entailed by the wear of grinding elements is often a more important variable than the cost of the power required to pulverize different coals. Craig2 also reports that one coal may cause pulverizer parts to wear several times faster than another. It is apparent, therefore, that those concerned with pulverizing coal could profitably employ a method for estimating the abrasiveness of different coals, just as they utilize standard tests for thermal value, grindability, and ash-fusion temperature to assist in selecting the most suitable and economical coal to use in a particular plant. The objective of this investigation was to develop a test procedure that would be suitable for general use in estimating the abrasiveness of coals. However, few, if any, of the standard tests now used for evaluating the properties of coal are the product of a single investigation or the result of a single investigator's efforts. Rather, in each case, a testing procedure was devised by one investigator, used by others on a wider variety of coals, and finally refined completely as the result of the joint efforts of a number of interested people. Thus, the test procedure for estimating abrasiveness developed in the course of this work may not be refined sufficiently in its present form for general use, but it may serve as the starting point from which an acceptable test procedure can be developed. The method has been used thus far on only about a dozen coals, and there has been no opportunity to attempt a correlation between experimental results and actual plant experience. Only wider use of the procedure by other investigators and correlation with plant experience can determine to what extent the method will have to be modified to render it suitable for general application. Test Method Although the literature contains no record of an attempt to devise a method for estimating the abrasiveness of coal that could be used industrially, several investigators have tested properties of coal that are closely related to its abrasiveness. The abrasiveness of a material generally is considered to be related to its hardness, and hardness tests for coal have been employed by Heywood,' O'Neill," and Mathes. Also, the resistance of coal to abrasion, a property that presumably is related to the abrasiveness of coal, was measured by Heywooda and by Simek, Pulkrabek, and Coufalik.2 11 these investigators tested only individual pieces of coal. Since coal is a heterogeneous material having components of varying properties, tests of this type can yield results having little more than academic interest. Only a test method that utilizes a representative sample of coal can give results that are useful industrially. The abrasion tests used for various other materials have been considered for adaptation to testing the abrasiveness of coal. The tests used for metals,7-9 paving and flooring,'" and rubber," cannot be used because coal is not sufficiently abrasive.~ The present experimental work was begun before World War II and was conducted by three research fellows"'" working under a joint agreement between the University of Washington and the Bureau of Mines. After a great deal of preliminary work with a variety of apparatus and materials, a test procedure was developed which consisted of rotating a test disk 2Yz in. diam in a steel mortar containing the coal sample. The shaft carrying the test disk at the lower end and a 100-lb load on the upper end was free to move vertically. The bed of coal in the mortar was kept fluid by low-pressure air admitted through a port near the bottom of the mortar. Measurable wear on an Armco iron disk could be obtained in this test procedure, but, despite extensive efforts to eliminate them, several major disadvantages remained in this test method. First, with most coals the amount of wear on the iron disk did not exceed a few milligrams. Second, a single type of disk was not applicable for all coals. A smooth iron disk gave satisfactory results with both bituminous and sub-bituminous coals, but hardly any wear with anthracite or coke. A disk having studs or projections gave more satisfactory abrasion losses with anthracite and coke and presented no operating difficulties with free-burning bituminous and sub-bituminous coals. It could not, however, be used with caking coals because these coals formed a

Jan 1, 1952

By O. B. Buchlen, J. W. Smith

The Coal Research Bureau of the School of Mines at West Virginia University, using an experimental flotation cell designated an airlift-cyclone was able to obtain a clean coal product containing 7.64% ash with 94% yield and 97% coal recovery. This favorable performance was obtained with the experimental flotation cell operating as a simulated three-stage unit on slurry taken from the fine coal circuit of a coal preparation plant. This experimental device, consisting of a sheet metal cyclone-like unit mounted on a U-shaped uplift pipe, uses a combined flotation and cyclone action to beneficiate the minus 14 mesh partially cleaned feed product. In addition to providing comparable analytical results, the airlift-cyclone possesses other attractive features among them being a low capital expenditure, utilization of moderate plant floor space, efficient operation on high density feed slurry, and absence of moving parts. The primary shortcoming of the experimental cell is its limited capacity. The Coal Research Bureau presently has under construction a larger unit which, it is hoped, will provide the capacity and quality to establish the airlift-cyclone as a commercially feasible unit. Froth flotation of fine coal is a practice which has only recently gained wide acceptance in this country. Various explanations can be put forth for this delayed acceptance of a very selective and efficient system of coal preparation. Among these reasons would be the advent of continuous mining machines resulting in the increased production of coal fines, the change in market patterns from domestic and rail consumers who did not want fines to a predominantly utility market which normally consumes fines, and also the imposition of legal restrictions in regard to stream pollution. However, the major detriment is probably the high cost involved both in installation and operation of the flo- tation unit and auxiliary systems. These facts assume greater emphasis when considering that froth flotation installations normally process a low quality feed product. A recent estimate' of installation costs including dryers, filters, and other auxiliary equipment for a flotation system was $5000 to $7000 per ton of capacity while the operating costs, exclusive of auxiliary equipment, were estimated at 10 to 306 per ton of feed. The Coal Research Bureau of the School of Mines at West Virginia University is currently developing a simplified froth flotation cell, designated an airlift-cyclone, which may provide considerable savings in capital and operating costs without sacrificing product quality or recovery. This experimental cell consists of three primary components: 1) a vertically mounted U-shaped pipe; 2) an air injector device; and 3) an integrally mounted cyclone-like unit (Fig. 1). A feed slurry is introduced at the top of one leg of the U-pipe while compressed air is injected near the base of the other leg. The air serves both to aerate the pulp and to cause it to flow upward into the base of the cyclone unit where the floated clean coal is separated from the reject material and unfloated coal which remains in slurry. The Coal Research Bureau's experimental airlift-cyclone is somewhat similar in principle to a flotation device developed by Russian engineers in the late 1950's. In tests upon a two-stage pilot-size device, the Russians obtained very favorable cleaning efficiencies.' However, later experience with production models demonstrated that rated capacities and acceptable product quality could not always be maintained.3 Because of these limitations, Russian engineers subsequently recommended that conventional, mechanical cells be used when cleaning difficult to float slurries. Engineers at the Coal Research Bureau felt that such a device utilizing the combined actions of a cyclone and a froth flotation machine offered numerous attractive features and merited investigation. Accordingly, a small capacity experimental airlift-cyclone was designed and, with the permission of the Christopher Coal Company Div. of Consolidation Coal Co., installed in Christopher's Humphrey preparation plant near Morgantown, West Virginia.

Jan 1, 1964

By G. B. Misra

While investigating on the aerodynamic resistance of airways supported with peripheral timber sets, at regular intervals, the following theoretical equations were developed by the author to estimate the resistance coefficient of such airways: [ ] for S < 1, where f is Darcy-Weisbach resistance coefficient of the airway, C is modified drag coefficient of the supporting member, D is equivalent diameter of the bare airway, 8 is ratio of the approach velocity over the sets to the average velocity of the bare airway, A is cross-sectional area of the bare airway, a is projected frontal area of the sets, A., is cross-sectional area of the air stream at the vena contracta inside the set, S is spacing of the sets, f, is resistance coefficient of the bare airway, l is length of aerodynamic influence of sets, p is perimeter of the bare airway, p, is setted portion of the perimeter of the bare airway, pe is unsetted portion of the perimeter of the bare airway, and P shielding factor. The equations were verified experimentally in a model rectangular airway supported with one- (bars), three-, and four-piece sets of square-section timber of three different sizes and were found to hold true. The work has been further extended to one-, three-, and four-piece sets of round timber of 2.6, 3.2, and 3.8 cm diam with the same experimental set up. Tests have been carried out for spacings of 25, 50, 75, 100, 150, and 200 cm over a regime of flow defined by the Reynolds number (with respect to the equivalent diameter of the bare duct) ranging from about 1.5 X 106 to 5 X 106 using the same experimental techniques. The values of f are calculated in the manner indicated in [Ref. 1]. Unlike with square-section timber, the resistance coefficient f of the airway setted with round timber shows a distinct variation with the Reynolds number of flow. This conforms to observations made by Sales and Hinsley.2 In order to have a comparable value of f for all types of sets with all sizes of timber, it was necessary to select the value of f at a fixed Reynolds number of flow. Since f is chiefly a function of the drag coefficient of the sets, the appropriate Reynolds number RE is that with respect to the diameter of timber in the set. Considering the diameters of timber used and the regime of flow over which measurements were made, f was chosen at a value of RE = 20,000 in all cases. The f vs. S curves are maximal in nature and in conformity with theory, the f vs. 1/S curves are straight lines up to a value of S = 1 beyond which they show a distinct flexure. The observed values of 1, the length of aerodynamic influence of sets, agree with the relation 1 = 42 e, developed for square-section timber sets, thus suggesting that the shape of timber has little influence on the length of aerodynamic influence. The value of the modified drag coefficient CD for round timber was calculated in the same way as for square timber in Ref. 1, taking the contraction factor Z = 1.5 for round-edged constrictions. CD has an average value of 0.96 with a standard deviation of 6.08% as compared to the free stream drag coefficient of 1.2 at RE = 20,000 for long cylindrical obstructions The shielding factor [ ] is plotted against S/1 in [Fig. 1]. The curves are more or less independent of the size of timber, but are different for the different types of sets, possibly due to their different degree of symmetry. Values of f calculated by the author&apos;s [Eqs. 1 and 2], using experimental values of CD&apos; and [ ] and taking I = 42 e, are plotted in [Fig. 2] against experimentally measured values of f for different types of sets with different sizes of round timber. The values agree closely with a standard deviation of only 5%, thus establishing the veracity of the theoretical equations developed by the author for round timber as well. A comparison was made between the Xenofontowa4 equations (the only other reasonable relations available for the estimation of the resistance coefficient of supported airways) and the author&apos;s [Eqs. 1 and 2] by comparing in [Fig. 3] the values of the resistance coefficient f computed by the Xenofontowa relations with those experimentally measured by the author. In order to make

Jan 1, 1975

By S. Luszcz, R. W. Vook, Fred Witt

In situ X-ray investigations were made on polycrys-talline silver films deposited by vacuum evaporation on (111) CaF2 and (100) NaCl single-crystal substrates at 80°K. The films were evaporated and annealed in an X-ray diffractometer attachment having a residual gas pressure of 2 x lo-&apos; Torr. All measurements were made without exposing the films to the atmosphere. Measurements were made on the films in the as-deposited state and after various annealing treatments. The intrinsic stacking and twin fault densities, the magnitudes of the uniform and nonuniform strains, and the crystallite sizes were determined. In addition the textures in the films were measured qualitatively. The results obtained for the as-deposited films on single-crystal substrates are in substantial agreement with previously reported results for silver films deposited on glass. Intrinsic stacking and twin faults, as well as uniform and nonuniform strains, were present in these films. During the various annealing treatments (up to 350°C) the faults and nonuniform strains annealed out. Considerable grain growth and texture changes occurred also. The effects were much greater for the NaCl substrate than for the CaFz substrate. The relative magnitudes of the grain growth in the variously oriented grains could be explained qualitatively in terms of the thermal strains and strain energies introduced into the differently oriented grains during the initial, irreversible anneal. These strains were due to the different thermal expansion coefficients of the film and substrate. X-RAY diffraction measurements on evaporated films deposited on substrates at low temperature have the advantage that many of the imperfections introduced into the film during deposition are "frozen in". Thus, the influence of a very important experimental variable, substrate temperature, on the imperfection structure of evaporated metal films may be studied. Moreover, the effects of annealing such films makes possible the study of thermally activated recovery processes in these films. The present study was designed to determine the influence of single-crystal substrates on the resultant film structure relative to the previous results obtained using glass substrates.&apos; To this end great care was taken to keep the experimental variables the same in the two cases. Different experimental conditions would, of course, result in films having different physical properties. Again the initial substrate temperature was in the neighborhood of 80°K and the films were subsequently annealed to 350°C. The pure metal silver was chosen for evaporation, primarily because of its relatively low stacking fault energy and consequent high fault density in the as-deposited state. The silver films were formed by evaporation onto air-cleaved {ill} CaF, and (100) NaCl surfaces cooled to 80°K in an X-ray diffractometer attachment2 having a base residual gas pressure of 2 X l0-&apos; Torr. The films were not exposed to the atmosphere until all of the X-ray data had been recorded. In this way one of the most important experimental variables, environment, could be well-controlled and reproduced. X-ray measurements were made at the temperature of deposition and included determinations of the diffraction line peak positions, line shapes, and integrated intensities. The peak position measurements were used to determine the intrinsic stacking fault densities and the average uniform strain in the film. The shapes of the diffraction lines provided information on the twin fault density, true crystallite size, and average nonuniform strain. The preferred orientation in the film was determined qualitatively from the integrated intensities. I) EXPERIMENTAL PROCEDURE The evaporator attachmentZ was charged with 99.999 pct Ag pellets positioned in a tantalum filament which had been outgassed previously at l0-8 Torr. The CaFz and NaCl single crystals were cleaved in air and then placed in position in the chamber so that their cleavage surfaces were on the diffractometer axis. The chamber was prepumped using a sorption pump, sealed off, and then baked at 150°C for 24 hr. The ion pump operated during the bakeout cycle. The substrate was then heated to 500° C by means of an auxiliary heater and kept hot until the rest of the chamber was cooled slowly to room temperature. This bakeout procedure consistently resulted in an ultimate pressure in the low lo-&apos; Torr range. The substrate was then cooled down on 80°K. Its temperature was monitored by a thermocouple wedged into the rear of the copper substrate holder. The diffracted intensity and peak position of the 111, 222, and 333 CaF, lines were measured prior to evaporation. Nickel-filtered, pulse-height-discriminated copper radiation was used. Similar measurements were made for the 200 and 400 lines from NaC1. These measurements were used as a lattice parameter check and to determine the thickness of the evaporated silver films from the attenuation of the substrate lines. The evaporation rates were approximately 3A per sec for both films while the maximum pressures during evaporation were 3 x lo- &apos; and 7 x 10"8 Torr for the CaF, and NaCl cases, respectively. The film thickness was measured by the attenuation of the CaF, and NaCl substrate lines and by at optical interference method. Values of 1700 and 1500A, respectively, were obtained for the silver

Jan 1, 1969

(Members are urged to send in for this column any notes of interest concerning themselves or their fellow-members.) The following members have registered recently at the Headquarters of the Institute Seeley W. Mudd, Los Angeles, Cal. Charles Janin, San Francisco, Cal. Edgar Rickard, London, England. Donnel F. Hewett, Washington, D. C. L. Maurice Cockerell, Chihuahua, Mexico.

Jan 4, 1913

By S. H. Ash

Diesel locomotives, trucks, bulldozers, and other diesel-powered equipment are fast proving their superiority for mine transportation purposes. MORE than 100 minerals are mined and processed in the U. S. Management and labor have negotiated wage-scale agreements that have balanced wages and affected cost of labor in such a manner that comparisons can be made of transportation costs. Transportation of materials underground has become of vital importance.1"0 This report describes underground haulage methods and equipment, presents cost analyses, and discusses future plans for underground transportation in metal mines. It does not cover hoisting in shafts or slopes by cage, skip, or cars. Advancements have been made by the metal mining industry in lowering transportation costs in several mines, making it possible to mine orebodies or portions of orebodies not considered economically recoverable a few years ago.7,8 Wumerous reports have been written on transportation at metal mines; this report covers recent haulage at some representative mines throughout the U. S. The term metal mine is used to include all noncoal mines from which up-to-date information was obtainable. The best haulage equipment is subject to break- downs and accidents; but unless the rolling equipment, track, and signal systems are kept in good repair and are operated systematically, these breakdowns and accidents are likely to be frequent, destructive, and more costly than are necessary.10 Rail haulage crews using dependable rolling stock can move trips safely over grades low enough to be traveled without loss of control; this applies particularly if the track is straight and well maintained. Few accidents occur on main haulage lines if visibility and clearance are good and clear track is assured. One-way traffic underground is a recent development contributing to reduction of accidents and increased efficiency in mine haulage (Kelly mine, Anaconda Co., Butte, Mont., and Climax mine, Climax Molybdenum Co., Climax, Colo.)." Locomotives: Six types of mine locomotive used in recent years are trolley, storage battery, combination trolley and storage battery, diesel, compressed air, and gasoline. Electric haulage has been displaced by compressed air locomotives, which have been used successfully in certain instances, especially on dirty and wet tracks and steep grades." Maintenance cost is high, and operating efficiency, from a power standpoint, is low. Compressed air locomotives operate under self-contained power, and the absence of bare elec-

Jan 1, 1957

By W. A. Riggs

In a single year the total transportation cost equals nearly 30 pct of the value of mineral commodities, the largest single cost from the deposit to consumer. The magnitude of this economic factor calls for more complete understanding of cost and operational problems between producer and carrier than now exists. Details are given of the costs of providing transportation as well as freight rates for selling transportation. In 1958, transportation of mineral commodities in the United States required 600 billion ton-miles to move 1 3/4 billion tons of products of mines comprising solid fuels, crude oil, industrial minerals and rocks, and ores. Possibly 17 pct was handled by more than one mode of transport, since combinations of several modes of transport may, at times, achieve better service/cost results than any single mode. Total transportation cost of nearly $5 billion equaled roughly 30 pct of the value of the mineral commodities, the largest single cost from the mineral deposit to the consumer. The tremendous magnitude of this transportation undertaking demands much more complete understanding than now exists between mineral producers and carriers about the economic and operational problems of each other. A substantial portion of the daily work of the writer is spent in trying to act as a combination interpreter and catalyst between potential shippers and carriers, hoping to direct both to points of mutual understanding and advantage. For the purpose of this paper, it is necessary to ask mining people to accept some terminology and to try to appreciate the mental approach of the freight rate making people of the carriers. This paper will consider costs of providing transportation as well as freight rates for selling transportation—although these are fields of limited certainty. There are no accurate statistical breakdowns for all modes of transport and types of carriers indicating commodities, volume of traffic, distances, costs, and rates. Much information is available for railroads, and some for the regulated portions of air, motor, pipeline, and water transportation. Unregulated carriers, handling about half of the transportation of products of mines, are not required to report, and very little is known of their activities. Figures used herein are national in scope, unless otherwise indicated, and have generally been derived from Interstate Commerce Commission reports and files. Tonnage figures have been reduced to net tons of 2000 lb. The very generalized comparison of average mileage freight rate levels for various modes of transport provided by Fig. 1 affords advantageous perspective for the entire field of transportation costs. Dashed guide lines show cents per ton-mile, and dotted guide lines show percentage of first class railroad freight rate. While costs of other than railroad transportation more nearly follow constant cents per ton-mile functions, costs of railroad transportation show characteristic taper, or decrease in cents per-ton mile with increasing length of haul. This fundamental difference in cost is due largely to the fact that railroads and pipelines provide their own fully taxed roadway facilities while highway, waterway, and air carriers use government-provided tax-free roadway at no cost other than fuel, license, and certain excise taxes. Thus railroad and pipeline transportation might be said to carry heavy threshold costs in addition to those transportation costs which are directly variable with ton miles of transportation produced. The original basis of railroad freight rate structures lies in the classification of all articles of commerce into railroad class ralings ranging from 7 to 40 pct of first class (100 pct) rate level, dependent on value, hazard, loading characteristics, service requirements, and whether carload or less than carload. Classification tables and mileage-based (but arbitrarily grouped), rate scales are published as tariffs subject to approval by regulatory bodies. Used together, these determine class rates in cents per 100 lb between points in the U. S. Where local commercial or operating conditions render it advantageous for carriers to depart from

Jan 1, 1961

The world&apos;s largest steam-driven mine hoist, built by Nordberg Manufacturing Co. a half century ago, has become a major tourist attraction in Michigan&apos;s Upper Peninsula. The hoist, designed by company founder Bruno V. Nordberg, is located in the Quincy Mine Number Two, just north of Hancock. Nordberg began construction of the mammoth machine before World War I, but delayed completion until after the war. The hoist became operational in 1920 and continued running until the mine was shut down in 1931.

Jan 9, 1968

By J. W. Snavely

WITH all the advantages of handling bulk materials by means of belt conveyor also go some problems, one of the most persistent being that of cleaning. When sticky materials are being carried; the build-up of material on the return idler rolls results in difficulty of belt training. Much attention has been given to the problem of cleaning conveyor belts, and a great variety of cleaning devices have been developed. Even the best involve troublesome maintenance, and none can completely remove the fine particles imbedded in the belt cover, which cause rapid wear of the return idler rolls, and at the same time, of the belt cover as well.

Jan 12, 1951

Edward A. UehlinG, New York City (communication to the Secretary*):—Mr. Baker&apos;s paper is one that brings up a subject of great importance, and if full statistics could be collectecl of the number of furnace-linings ruined by reason of bad distribution by skip-hoists, it would be found an astonishing array. Unfortunately a universal remedy has not yet been found. The fact that Mr. Baker has apparently succeeded in overcoming the trouble at Sydney, is no guarantee that the same remedy applied at another plant, where very different or even slightly different conditions prevail, mould cure the trouble. That it requires but a slight continuous difference of penetrability in the column of the descending stock of one section, over another, to produce channeling, is clearly demonstrated by Mr. Baker&apos;s experiments, by which he reversed the channeling from front to rear instead of remedying the trouble. Every change in the physical make-up of the charge necessarily requires a specific adjustment; even supposing this feasible, the regular working of the furnace is by no means assured, because with the high pressures now customary, the tendency of the ascending gases to plow their way through in a direct course, prevails, and having once opened up a passage, they will persist and cause trouble. Homogeneous filling-, hard driving and regularity of working are incompatible. The higher the furnace, the greater the

Jan 1, 1905