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By R. W. Raymond

That the death of Martin Coryell, which occurred at Lambertville, New Jersey, on Monday morning, November 29th, touched the sympathies of a wide circle of professional associates and personal friends, was amply testified by the gathering at the funeral services on Friday. Like his distinguished friend and neighbor, the late Ashbel Welch, Mr. Coryell was one of those pioneers in American engineering to whom we owe the great railway and canal systems which lie at the base of our national prosperity, and who have consequently enjoyed the respect and esteem of their successors of the present generation. Martin Coryell was born July 20th, 1815, at New ope, Rucks County, Pa., and was educated principally in the schools of his native town arid of Lambertville, New Jersey, to which place he returned for permanent residence fifty years later. With the exception of a brief period in youth, during which, to restore his failing health, he learned and practiced for a few months the carpenter's trade, and another brief period, later in life, when he read law for a time in the office of B. H. Brewster, of Philadelphia, afterwards Attorney-General of the United States, Mr. Coryell may be said to have spent his life as an active civil and mining engineer. Even these two episodes can scarcely be said to have been deviations from that profession, since they served to give him more thorough preparation for constructive and administrative work. The Delaware Division Canal, the Raritan Canal, and the Brunswick Canal, are among those upon which Mr. Coryell was employed. For the Raritan Canal Company, under the superintendence of Ashbel Welch, he located the greater part of the Belvidere Railroad (now the Belvidere division of the Pennsylvania Railroad), and directed its construction from Trenton to Lambertville. He was also active as a mining engineer, being one of the early pioneers of mining in the Lake Superior copper region, and had much to do with the development of the Hazleton coalfield and the railroad which has since expanded into the Lehigh Valley system. In 1862, he removed to Wilkes-Barre, where, in 1864, he became manager of the Warrior Run Mining Company. One of the editors

Jan 1, 1887

By L. A. Updegraff

Before discussing the application of capacitance for the measurement of moisture content in a moving stream of coal it might be well to first give a brief description of the process and then show how it can be applied to the coal industry. A capacitor may be described as a device having two conductors separated by an insulator, the conductors hereafter being designated as a test cell or test plates and the insulator as the dielectric. Capacitance, therefore, is a measure of the ability of a capacitor to store an electrical charge. Two basic factors that affect capacitance are the dimensions of the capacitor and the dielectric constant of the insulator. Capacitor dimensions which affect its capacity are the area A of the conductive surface, and the distance d between plates. Capacitance is inversely proportional to the distance between plates and directly proportional to area A, so if capacitance is indicated as C and the dielectric constant as K the equation for capacitance would be C = AK/d. The dielectric constant can be described as the ratio of the actual capacitance of any given material to that of a vacuum, which is unity. In industrial applications the area of the plates remains constant as also does the distance between them, leaving the dielectric constant as the only variable to affect the capacitance measurement. Figure 1 is a schematic diagram of an r-f excited capacitance bridge in which a test cell is part of the circuit. This bridge consists of four capacitors in two pairs connected across an a-c voltage source. In one side of the circuit the two capacitors are fixed but in the other side they are variable, one being the rebalance capacitor operated by the servo motor and the other the test plates between which the dielectric passes. Capacity of the plates is a function of the dielectric constant of the material between them and is measured at radio frequency. Within the recording instrument is an r-f oscillator and a 60 c ps modulator. The radio frequency signal is generated by the oscillator, modulated by a 60 cps wave, and sent to the bridge. Therefore the signal entering the capacitive bridge is a radio frequency carrier with a 60 cycle envelope, If the bridge is in balance as the signal enters there would be no voltage drop and so no output by the detector. As long as the dielectric constant remains the same the bridge will stay in balance. However, any change in the dielectric constant, which in this case would be a change in moisture content, would affect the bridge. Higher moisture increases the capacity of the test cell which causes less voltage to develop across it causing imbalance of the bridge. This in turn causes a radio frequency signal to appear at the detector. Output from the detector is a 60 cycle ripple which is in proportion to the imbalance of the circuit. A 60 cycle amplifier boosts the detector signal to enough power to drive the servo motor which positions the recording pen and also rotates the variable capacitor, to which it is mechanically connected, to bring the bridge back in balance. An increase in moisture causes the servo motor to rotate in one direction, but a decrease causes imbalance in the opposite direction, and thus rotates the motor in that direction. This brings the bridge back in balance and stops the motor. The bridge shown in Figure 1 has been modified so as to provide a wide range of adjustments. Coarse and fine span adjustments located in the recording instrument are set to govern the amount of pen movement for a given change in capacitance. A measuring head unit contains coarse and fine zero adjustments for

Jan 1, 1961

The following is an incomplete list of members and guests who called at Institute headquarters during the period Sept. 10, 1919, to Oct. 10, 1919. L. D. Anderson, Salt Lake City, Utah. P. S. Matthews, Newark, N. J. Ray J. Barber, New York City. A. Poole Maynard, Atlanta, Georgia. L. A. Barton, Major U. S. Engineers. L. J. Mayreis, Jamshedpur, India. J. A. Battle, Chicago, 111. Benj. L. Miller, Bethlehem, Pa. R. W. Bissell, New York City. Geo. D. Morgan, Bartlesville, Okla. Gilman E. Brown, Shanghai, China. A. C. Munroe, El Paso, Texas. Stanley Brown, Chuquicamata, Chile, Paul I. Norton, Jr., Columbus, Ohio. S. A. Walter G. Perkins, Stanford University, Norman Carmichael, Clifton, Arizona. Cal. Richard H. Catlett, Newark, N. J. Fred S. Porter, Seattle, Wash. Roderic Crandall Charles E. Prior, Cherry Creek, Nevada John J. Croston, Atlanta, Georgia. G. M. Richards I. N. Dally, Seattle, Wash. Gilbert Rigg, Melbourne, Australia. A. Faison Dixon, New York City. Pierre H. Sauvajol, Paris, France. Walter Dobbins, Springfield, Ill. Carl Scholz, Chicago, Ill. Foss E. Douglass, Rancagua, Chile. Ellsworth H. Shriver, Marysville, Ohio. H. S. Emlaw, Grand Haven, Mich. Harvey B. Small, Magangue, Colombia. R. S. Everet, Barre, Mass. Henry B. Smith, New Britain, Coma. H. W. Gipp, Melbourne, Australia. J. T. Smoody, Cornwall, Pa. F. A. Glass, Brainerd, Minn. S.. J. Speak, London, England. C. D. Grier, New York City. D. R. Thomas, New York City. James L. Head, Rancagua, Chile. Kirby Thomas, New York City. Geo. B. Holderer, New York City. R. M. F. Townsend, Washington, D. C. W. Spencer Hutchinson, Boston, Mass. Carl J. Trauerman, Helena, Mont. Henry Jequier, Paris, France. A. C. Veatch, London, Eng. L. W. Kemp, Chuquicamata, Chile. Myron R. Walker, Pittsburg, Pa. Herbert S. Kohlberg, El Paso, Texas. Curtis C. Webb, New York City. H. M. LaFollette, La Follette, Tenn. James Wilding, San Francisco, Cal. Richard Lamb, New York City. S. H. Zimmerman, New York City.

Jan 11, 1919

Albert SaUveur, Cambridge, Mass. (communication to the Secretary*):—On close examination I think it will be found that the evidence by which Mr. Corson claims to have shown the inaccuracy of a statement I made a few years ago, is far from convincing. This statement is: "Hot work as such has no influence upon the structure of the metal. Indirectly, however, by retarding crystallization until a lower temperature is reached, it may influence its structure most decidedly ; but the same results could be accomplished by heat treatment alone, i.e., by re-heating the unworked metal to the temperature from which the worked piece was allowed to cool undisturbedly." The Melallographist, vol. ii., p. 267 (under the head of "Changes of Structure Brought About by Work"). Of the two pieces of steel tested by Mr. Corson, one was worked and finished at a a cherry-red" and the other reheated to a cherry-red, and the assumption was made that in both cases the temperature was about 715' C., although no pyrometric device was used to record it. The possibility of considerable difference in temperature alone is so great as to invalidate Mr. Corson's inferences. The apparent temperature,

Jan 1, 1907

By Edwin A. Rides

HISTORICAL ORIGIN OF THE EXPORT CREDIT AGENCIES Almost since the inception of international commerce sellers, having manufactured and/or sold and shipped goods to an overseas buyer, have been obliged to accept the risk that they will not be paid for one reason or another. There are many reasons why payment may not be forthcoming, for example, the goods may be lost at sea, or rejected by the buyer or the buyer nay simply not be creditworthy. These risks were brought into sharp relief as international trading became more sophisticated and the practice of giving credit to buyers gathered momentum. Inevitably enterprises sprang up which offered same mitigation of this exposure, accepting houses and later confirming houses and banks were prepared to assure acceptable credit risks an behalf of the seller, usually by discounting trade paper, and for many years the market ticked over reasonably satisfactorily. However, after the 1914-18 War international trade was at an extremely low ebb and its inherent risks were accentuated to a point where they were often commercially unacceptable. Yet a healthy and vigorous international market was indispensable to recovery of the world economy and a number of governments, led by the United Kingdom, perceived a need to offer their exporters a comprehensive form of insurance, particularly to facilitate the extension of credit to foreign buyers. In the United Kingdom the Export Credits Guarantee Department (ECGD) was set up to encourage trade through the provision of export credit insurance. Over the ensuing years others followed suit and now most of the developed trading nations and many developing nations have similar agencies. PRESENT DAY IDLE OF THE EXPORT CREDIT AGENCIES (ECAS ) Traditionally then the BA's role was to encourage trade through the provision to exporters of insurance against the risks of non-payment by overseas buyers of their goods and services. However, during the 1970's the manufacturing industries of most of the developed nations found themselves facing severe competition for business, particularly in the developing world. As a result the more aggressive ECA's began to introduce ancillary forms of cover designed to reduce exporters' risks outside of the credit field. For instance, most of the European agencies now have a form of cover against foreign exchange risks here contracts are denominated in currencies other than that of the exporter's country. Most of the agencies also provide cover to exporters against the risk of unfair calling of bid, advance payment, performance bonds etc and in certain countries, where high inflation rates were endemic, a form of cover against cost escalation. In certain circumstances it is also possible for an exporter to obtain cover against losses arising as a result of the involvency of a partner in a consortium or joint venture. These are all forms of insurance but, also during the 1970's, many of the national export credit programmes took a major step away from their original raison d'etre by facilitating the provision of preferential financing terns for the acquisition of capital equipment by an overseas buyer. This new line of business quickly became an important ingredient of major export financing packages and, as we shall see later, turned out to be extremely costly for the countries providing it.

Jan 1, 1985

Silver ore was first discovered in 1866 at Manhattan, and a few ore shipments were treated in a mill at nearby Belmont. The district was abandoned from 1869 to April 1, 1905, when rich gold float was discovered on what was to be called the April Fool claim. By early 1906, 4, 000 people lived in Manhattan. The San Francisco earthquake, in April of 1906, caused the withdrawal of capital from Manhattan and most of the mines were shut down. Later that year and in 1907, however, more strikes were made. The camp prospered until the mid-1920s, but a steady production of several hundred thousand dollars per year was sustained even during the great depression. Then, in 1939, Nevada's first bucket-line dredge was installed below the town and operated until 1947, producing $4.6 million in gold. The Houston International Minerals operation at Manhattan was started in July of 1980 at a throughput of about 545 mt per day (600 st per day). In contrast to the early day underground operations, Houston's mine is open-pit and processes low-grade disseminated ores. The ore is a metamorphic schist containing 2. 7 g Au and 1. 03 g Ag per mt (0. 08 oz Au and 0. 03 oz Ag per st). Some coarse gold, up to 1 mm in size, is present. Mining and haulage is done by a contractor. Stockpiled mine-run ore is crushed in three stages comprising a jaw crusher and two cone crushers, with screens ahead of the cone crushers. Crushed product, at about 19 mm (3/4 in.) size, is stored in a silo. Grinding is by single stage ball mill with the discharge passing over two hydraulic traps for coarse gold removal. These traps will be replaced in late 1980 by a two-cell Pan American jig treating the cyclone underflow. The jig hutch product, along with the hydraulic trap product that has been stored, will be treated further for gold recovery. The gravity tails will then be cycloned with the underflow being recirculated in the ball mill and the overflow being treated by flotation. A rougher concentrate is made in twelve No. 48 Galigher cells with the float tails being cycloned. Cyclone underflow is refloated in another four No. 48 cells; the overflow is treated in sluice boxes for further gold recovery before being sent by gravity to the tailings pond. Bulk flotation concentrates are cleaned three times with the final concentrate being thickened. The thickener underflow is then batch cyanided in mechanically agitated tanks and washed with barren liquor

Jan 1, 1981

By E. D. Hummer, J. A. Younkins. J. P. Proctor

Comparatively little has been published relating practical experience with the control of the solid content of washery water systems that must be "closed." A "closed" system is one that for some reason may not be cleaned by the emission Of any effluent Of high ''lid 'content to be rep1aced by 'lean water in Order to hold the solid content of the waste water within reasonable bounds for efficient washing. It is the Purpose of this Paper to describe practical experience with such a water system and to present data that it is hoped may be of some use to those who are faced with a similar problem. The washery clarification system described comprises three thickeners and three filters, and although it is admitted that each of the fields of water settling and thickening and filtration offers a wide scope for investigation, the authors are not attempting to present the answers to these problems but to set down the results of some experience along these lines, making no claims as to the ultimate solution of the problems in hand. The subject of water clarification has vast ramifications; for example, the science of flocculation as applied to water settlillg and filtering opens up fields of wide possibilities of which as yet little is known. A comparatively recent entry into the field of water treatment, which may offer possibilities of practical application, is the use of "wetting" agents such as "Aerosol." General Arrangement of Water System So that the reader may obtain a comprehensive picture of the factors concerned in the control of a closed water system, it is necessary to give a brief description of the washing plant that is serviced by the water system to be described in the following pages. As we are not primarily concerned with the washing plant in detail, only a brief description of the flow of coal as it relates to the water system will be given here. For a more detailed account of this type of washer, the reader is referred to earlier papers,1,2 The washer, which handles o to 4-in, raw coal (750 tons per hour) is an American Rheolaveur plant of two complements; the coarse coal or sealed discharge plant and the fine coal or free discharge plant. The sealed discharge plant (Fig. I) consists of twin 48.in. primary launders, each having two washing boxes, supplemented by one 32-in. rewash launder, which also has two washing boxes. "Push" water for washing and conveying coal in these launders is supplied from a constant-head tank under pressure head of 10½ ft. at the point of introduction at the feed end of the launder. This tank also supplies water for upward or vertical currents used in the Rheolaveur or washing boxes. Each box discharges into a sealed boot elevator (Fig. I).

Jan 1, 1942

By J. A. Younkins. J. P. Proctor, E. D. Hummer

Comparatively little has been published relating practical experience with the control of the solid content of washery water systems that must be "closed." A "closed" system is one that for some reason may not be cleaned by the emission Of any effluent Of high ''lid 'content to be rep1aced by 'lean water in Order to hold the solid content of the waste water within reasonable bounds for efficient washing. It is the Purpose of this Paper to describe practical experience with such a water system and to present data that it is hoped may be of some use to those who are faced with a similar problem. The washery clarification system described comprises three thickeners and three filters, and although it is admitted that each of the fields of water settling and thickening and filtration offers a wide scope for investigation, the authors are not attempting to present the answers to these problems but to set down the results of some experience along these lines, making no claims as to the ultimate solution of the problems in hand. The subject of water clarification has vast ramifications; for example, the science of flocculation as applied to water settlillg and filtering opens up fields of wide possibilities of which as yet little is known. A comparatively recent entry into the field of water treatment, which may offer possibilities of practical application, is the use of "wetting" agents such as "Aerosol." General Arrangement of Water System So that the reader may obtain a comprehensive picture of the factors concerned in the control of a closed water system, it is necessary to give a brief description of the washing plant that is serviced by the water system to be described in the following pages. As we are not primarily concerned with the washing plant in detail, only a brief description of the flow of coal as it relates to the water system will be given here. For a more detailed account of this type of washer, the reader is referred to earlier papers,1,2 The washer, which handles o to 4-in, raw coal (750 tons per hour) is an American Rheolaveur plant of two complements; the coarse coal or sealed discharge plant and the fine coal or free discharge plant. The sealed discharge plant (Fig. I) consists of twin 48.in. primary launders, each having two washing boxes, supplemented by one 32-in. rewash launder, which also has two washing boxes. "Push" water for washing and conveying coal in these launders is supplied from a constant-head tank under pressure head of 10½ ft. at the point of introduction at the feed end of the launder. This tank also supplies water for upward or vertical currents used in the Rheolaveur or washing boxes. Each box discharges into a sealed boot elevator (Fig. I).

Jan 1, 1942

By Franklin Moeller

Considering the really short time that has elapsed since hydro-metallurgical processes of extracting copper from ores have been extensively developed, and the large scale on which this method is practised at Ajo, the successful operation of the plant must excite the admiration of every visitor. The application of the mechanical unloader to the purpose for which it is employed at Ajo is but an extension of the use for which it was originally designed, some 20 years ago, for unloading iron-ore vessels at the lower lake ports. At a time when the maximum output of a single machine, with men shoveling the ore into buckets, did not exceed 40 tons per hour, G. H. Hulett invented and constructed a mechanical unloader with a bucket of 10-ton capacity. This machine was of the steam hydrauIic type, and it is still in operation after nearly 20 years of service. Several more machines of the same type were built, but the difficulties of power transmission, and the rapid development of electrical machinery, soon led to the adoption of electrically operated machines, and practically all of the later installations have been thus equipped. This electrically operated unloader has proved so well fitted for the work that the design of the lake boats has been practically revolutionized, with special view to the ease and rapidity of unloading. It is now possible to unload a 12,000-ton vessel with four machines in a little over 2 hr. This has necessitated an increase in the capacity of the machine, and the largest yet built handles an average load of 17 tons, with a possible maximum of 20 to 21 tons. The Ajo excavator is somewhat simpler in design than the iron-ore unloader, in that it is not provided with a larry. In the unloader, the iron ore, picked up by the bucket, is delivered to a larry or transfer car which runs in the lower chord of the bridge; the larry then delivers the ore either into railroad cars, standing on several parallel tracks, or into the stock pile, thereby saving the time that would be required for the bucket to make the trip. At Ajo, the bucket delivers the tailing

Jan 1, 1920

1. Any society of undergraduates at a technical school, comprising students in any branch of engineering, metallurgy, chemistry, geology, etc., may be recognized by the Board of Directors in its discretion as an Affiliated Student Society, and its name, together with the names of its president and its secretary, may be published in Mining and Metallurgy or the Directory of the Institute. The members of such a society will not be named individually on the membership list of the Institute, but may at any time be proposed for election as Student Associates or Junior Members of the Institute, in the usual way. 2. Membership in an Affiliated Student Society, certified by the official representative thereof, and accompanied by suitable testimony as to character and qualifications, will have special weight with the Membership Committee of the Institute, in its consideration of the proposal of a candidate for membership. The Affiliated Student Societies receive the following privileges: 1. A copy of Mining and Metallurgy free; 2. The use of Employment Service; 3. The use of Mining and Metallurgy for publicity purposes, such as printing notices of their activities, etc.; 4. Assistance in obtaining speakers for their meetings, lists of moving-picture films, etc. To retain the privileges of the Affiliated Student Society, its officers must keep in touch with the Secretary of the Institute and advise him of its activities. The foregoing plan is not confined to students in mining engineering or metallurgy. Any undergraduate society of engineers may avail itself of the privileges offered. Societies desiring to be recognized as Affiliated Student Societies are requested to make application to the Secretary of the Institute, giving particulars as to the nature, membership and officers. The following list gives the names of the Affiliated Student Societies as of December 1, 1929, and their presidents and secretaries.

Jan 1, 1929

By E. G. De Coriolis

The development of huge production facilities and of new or improved processes for manufacturing magnesium from its raw sources has been an outstanding achievement of this war. Furthermore, at least one new method has reached a stage of pilot production that offers promise. Its potentialities seem to indicate that a reduction in cost and simplification or elimination of problems incident to the use of at least one of the present processes are quite within the realm of possibility. Although magnesium of very high purity (99.9 per cent and higher) is obtained, and the rate of recovery reasonable (60 to 70 per cent). the ferrosilicon reduction process is open to a serious objection, which at the time its use was proposed was thought to be sufficient to raise some doubts as to its success, at least on a high production basis. The temperature range at which the reaction is carried out—namely, 2100" to 2150°F.—is very close to the failure temperature of the material of which the retort is made. It is so close that for a time it was assumed it might make commercial use of the process an impossibility. However, at the time under discussion, the demand for magnesium was so great that it was felt by those who had to go ahead and produce this essential metal that the emergency warranted their taking a chance on this process. Subsequent developments have fully justified the soundness of their decision. Fortunately for the war effort, when the plants were put into operation it was discovered that although the retorts did collapse in rather short periods of time, as predicted, they could be blown back into operable shape by application of high-pressure air. This practical method of operation so relieved the situation that the problem disappeared. Nevertheless, if the process had not been successful, or the production of magnesium by the electrolytic process had not been able to keep pace with demands, our war program would have been seriously impaired. Fireless Cooker'' Process For this reason a program was set up and assigned for the development of a new method that had been suggested to the War Production Board in 1941. It is believed justifiable in terming the method "new" for several reasons: (I) while utilizing the same (ferrosilicon) process as the Pidgeon, hence involving similar reactions, the type of retort or furnace is essentially different, (2) the method of operation, reaction temperatures, etc., differ materially, and, most important of all, (3) the problems to be overcome in making the process successful were not and could not have been anticipated by anything previously known about the Pidgcon process. As will be shown later, the briquetting process, the condenser, the furnace lining

Jan 1, 1949

By Alexander L. Field

IN a previous paper,' the experimental methods used and some of the results obtained in an extensive investigation of steels containing zirconium were described. The present paper considers in greater detail one of the most interesting of these effects, namely, the elimination of " red shortness" and the occurrence in steel of a compound of zirconium and sulfur. A consideration of the actual percentages of zirconium, manganese, and sulfur in numerous steels in the light of behavior during rolling has led to new conclusions of the most practical import regarding the reciprocal relationships of these elements. The microscopic examination of high-sulfur steels containing zirconium has also been productive of interesting results. Before discussing the experimental data in question, it may be stated, briefly, that the rettetion between zirconium and sulfur in molten steel may be represented by the simple equation, Zr + 25 = ZrS², and that the zirconium sulfide thus formed occurs in the finished steel in the form of gray-colored inclusions, closely resembling manganese sulfide and, like the latter, exhibiting plasticity at rolling temperatures. Molten steel containing zirconium retains such a negligibly small amount of oxygen in solution that the foregoing reaction goes to completion. Hot-rolling Properties of High-sulfur Steels with and without Zirconium The chemical composition of twenty-eight steel ingots embracing eleven heats made in a basic-lined electric furnace is shown in Table 1. The practice followed in the manufacture of these high-sulfur steels was described in the previous paper. Table 1 also gives the behavior of the

Jan 1, 1924

By M. H. Shumate

Rope-type haulage has had many applications in the mining and allied industries. Records have indicated favorable results both from a standpoint of efficiency and investment. The Truax-Traer Coal Co. has used some variations of rope haulage at their mines and preparation plants. They have built a system which solves their particular problems, and have an investment which has indicated an annual savings in operating costs. Rope haulage, as applied to the mining industry, goes back many years for both underground and surface mining, or a combination of both. The Truax-Traer Coal Co. has used gravity retarding hoists as well as several variations of rope haulage, including electrical and combinations of both, but each was limited in its use and application by natural conditions and economies of the operation. Several systems of rope haulage equipment are offered by manufacturers today for handling railroad car movement on a limited or continuous basis. The portal and railroad loading facilities of Truax-Traer Coal Co.'s Burning Star Slope mine, located in Jackson County, Ill., were moved in 1960. The old location was abondoned, eliminating 3% miles of underground track haulage. The mine was converted to an all-belt system, and coal is loaded at a new raw coal plant and shipped by railroad cars to a central cleaning plant. The company wanted to operate the surface facilities as efficiently as possible, employing a minimum number of workers, using the latest type railroad car movers. The existing rope haulage facilities at several locations throughout the country were examined and considered for the Slope mine location. The application of each appeared favorable but lacked flexibility, and it was difficult to justify the capital investment. The company decided to investigate the possibility of building a system that would apply to their problem, and have an investment that could be amortized in a relatively short period. SPECIFICATIONS They employed the services of Allen and Garcia Co. of Chicago, Ill. Through combined efforts, a railroad car rope system was designed to specifications as shown in Fig. 1. The Falk Corp. of Milwaukee, Wis. built the hoist to the specifications as shown in Fig. 2. It has an all welded base and pedestals. The all welded drum is not grooved. A single helical gear was used in lieu of herring bone type. A Falk speed reducer, Unit 90Y3-A, is driven by a 25-hp 1800-rpm, 440-V ac type 'C' (high starting torque) drip-proof, Frame 324-U motor. The speed reducer shaft is equipped with a solenoid operated ac spring set shoe brake, operating on a 7-in. diam. brake wheel. The dolly car, shown in Fig. 3, was field constructed, using the trucks and frame of a railroad tank car. Truax-Traer did not alter the frame but added plates and anchors for hoist ropes and frames for 8.5 tons of concrete to be used as ballast on the car. The limit switch operating shoe was also installed and the car coupler latch mechanism overhauled. The hoist rope selected was 1% in. in diam., 6x37 improved plow steel extra flexible, right lay, regular lay, with independent wire rope core, and preformed. Wedge sockets were used to connect rope to the dolly car as shown in Fig. 4. The system employs two 30-in. and three 16-in. diam. sheaves. All are bronze bushed and equipped with grease fittings. Larger sheaves are used for directional change of hoist rope and the smaller ones as snub sheaves to correct fleet angle of rope as it approaches the hoist drum. The Trench lay cable, buried between the two tracks, is used for electrical distribution and controls between hoists and operator's cab. Foundations for the system required 187 cu yards of reinforced concrete using approximately 60 cu yd each at three locations. Four hoists are employed in the system, two for each track. A pair is interconnected electrically and when one operates, moving the cars, the tail hoist idles with brake released. The process is repeated for the reverse direction. A limit switch, mounted in the track near each end of the system, is tripped by the dolly car as it approaches the hoist. The limit switch controls movement in one direction only, protecting the dolly car and establishing positive con-

Jan 1, 1962

By A. M. Johnson

Dewatering is a major operational cost at some mines. Under certain conditions, costs associated with water disposal may continue beyond the productive bye of the mine. For mines with mineralized waters, this is of special concern. Since 1974 experience has been gained from examination of a number of closed underground metal mines that exhibited drainage problems. It was observed, in certain cases, that had appropriate steps been taken prior to closure, the resulting drainage problems could have been largely avoided. Reclosure steps would have involved alteration to the 'plumbing system" of the mines; i.e., the drifts and crosscuts interconnecting the mine workings. This could have best been accomplished by the placement of bulkheads and/or selective drifting. In addition to reconfirming that hindsight is 20-20, a lesson learned from these case studies shows that a relatively simple hydrologic evaluation prior to mine closure may avoid a troublesome and costly drainage problem.

Jan 1, 1985

By Frank Schrader

J. DANA SPERR, Jerome, Ariz. (communication to the Secretary*).¬Very little accurate information has been published about this district. Most of the geological data appearing in the technical press are based on "careful observations" made from an auto stage and a casual glance through the U. S. Geological Survey Bulletins, No. 340 of 1908 or No. 397 of 1909, both by F. C. Schrader. Mr. Schrader's report is still the best publication on the district. A really careful study of this report will uncover only a very few statements which have since proven questionable. This is a remarkable record when it is considered that only a short time was spent by Mr. Schrader in the field and that there was very little development work done at that time. The mining world and especially Mohave County, Ariz., will feel a sense of gratitude to Mr. Schrader for revising his early report. on this

Jan 3, 1917

By P. F. McIntyre

Electrolytic refining of lead was first carried out on a commercial scale at Trail, B. C., in 1903. The capacity at that time was small, and cell-changing operations were managed with chain block and monorail. Development up to 1922, utilizing crane installations and cell additions, attained a production of 100 tons per day. Successive additions from 1922 to 1926 further increased the rated capacity to 396 tons per day. Other improvements in metallurgical practice have gradually increased production, until for the year 1935 it was 448 tons per day. During the first five months of 1936, an average daily production of 504 tons was maintained without increasing the size of the plant. Lead Refinery Buildings.—The tank room and the lead-melting and casting equipment are housed in two buildings, which parallel each other and which for the greater part of their lengths are joined by a connecting aisle. All basements, walls, sumps and floors are of concrete. Where exposed to the electrolyte, the concrete has a protective coating of asphalt (220" melting point) over a coat of asphalt paint as a primer. Buildings erected before 1924 are of wood. More recent additions are made of structural steel with gunite siding. A brick building, adjoining the older section of the tank room, houses the slimes-treatment plant. The power house, containing motor generators, air compressors and rectifiers, is constructed of tile. Cell Construction.—The electrolytic cells are of reinforced concrete lined with asphalt. They are cast in pairs, the outside dimensions of a double cell being 113 in. long by 73 in. wide by 48 in. deep. The bottom is 6 in. thick and the sides, ends and center wall are 4 in. thick. A ledge 3 in. wide and 2½ in. deep is left along the top of the side walls to carry the insulators and bus bars. Reinforcing consists of ½-in. round iron rods. Cell inspection and repair work is done in conjunction with the cell-changing operations. The repair work necessary is usually confined to renewing chipped asphalt, unless a tank has been accidentally broken. Minor concrete repairs can be easily made in place. The broken concrete

Jan 1, 1937

By C. D. Ramsden

During the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Purchase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by salvaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a considerable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been rebuilding locomotive wheels for several years with automatic open are-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under-flux are-welding process for wheel rebuilding, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. Open Arc Welding With the open arc process, a set of wheels could be rebuilt for about 40 pet of the cost' of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or positioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1947

By C. D. Ramsden

DURING the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Pur¬chase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by sal¬vaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a con¬siderable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been re¬building locomotive wheels for several years with automatic open arc-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under¬flux arc-welding process for wheel rebuild¬ing, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three- sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. OPEN ARC WELDING With the open arc process, a set of wheels could be rebuilt for about 40 pct of the cost of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or posi¬tioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1946

By C. D. Ramsden

During the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Purchase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by salvaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a considerable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been rebuilding locomotive wheels for several years with automatic open are-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under-flux are-welding process for wheel rebuilding, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. Open Arc Welding With the open arc process, a set of wheels could be rebuilt for about 40 pet of the cost' of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or positioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1947

By AIME AIME

THE steel industry has always been noted for producing men of forceful and versatile personality, many of whom combine the practicality that results from wide experience with an excellent theoretical background that comes from a college training plus years of wide and constant study of metallurgical literature. One of the best known examples of this type is Earle C. Smith, present Chairman of the Iron and Steel Division. After graduating from Ohio State and from Columbia, where he studied under Campbell, Earle started his career at that grand old prewar training school for steel men the Illinois Steel Co., where in the days of the twelve-hour shift he worked on the open-hearth floor. Following World War I, when he was in charge of government inspection at the Central Steel Co., Massillon, Earle held successively jobs of increasing responsibility with Central Alloy Steel, and when this company was taken over by Republic in 1930 he was made assistant district manager and a few years later was appointed chief metallurgist of the whole corporation.

Jan 1, 1942