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By B. A. Stainton, John D. Gill

OUR combined economic activities have as their goal the maximum of individual well-being and national security. In this age of intense international competition the two objectives are closely related. For many decades, the maximum of well-being and ability to maintain national security have moved generally upward. The best single measure-perhaps the only adequate measure -of the level of the rising goal is the per capita real national income (national income corrected for price changes). For centuries before the industrial revolution the income of the world's population changed little from generation to generation. In our country prior to 1800 the growth of national income was hardly measurable from decade to decade. Since 1850, perhaps since the "industrial revolution," the growth of per capita real income has been increasing geometrically. Of major importance is the accelerative growth of the productive ability of our economy. Inadequate consideration of its implications is partly responsible for periodic delays in solving our princi-

Jan 1, 1946

By A. Henry

THE manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant strength, and by the employment of wrought-iron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows : A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1877

By Adolph Henry

The manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant, strength, and by the employment of wroughtiron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows: A pile of puddled bars of the general form of the wheel to be made is prepared,

By Samuel Daniels

Aluminum-base alloys containing small amounts of copper and magnesium possess but ordinary physical properties as sand cast, but may be treated to give a remarkable range of tensile values and of Brinell hardness. The high-copper (4.5 per cent.) duralumins must be given a protracted treatment which in nature resembles the malleableizing of white cast iron; the low-copper (2.25 per cent.) duralumins develop an excellent combination of strength and ductility with a treatment which requires a maximum of 5 hr. to be completed. THE wrought alloys of aluminum with small amounts of copper and of magnesium have, with the development of the automotive and aircraft industries, sprung into prominence through the medium of duralumin; but the cast alloys remained in the background because their possibilities in the heat-treated condition were either not recognized or not fully investigated. In 1919, the Bureau of Standards published a preliminary survey1 of this field, which pointed out that, in general, the ultimate strength and the percentage of elongation of the alloys of aluminum with and without magnesium could be improved by so simple a treatment as heating to 932° F. (500° C.) for 2 hr., cooling in, air, and aging at room temperature for several days. British investigators, too, working with chill-cast material, found that " considerable improvement in the mechanical properties of copper-aluminum alloys' may be obtained from suitable heat treatment applied to castings."2 Jeffries and Gibson3 made the first contribution to the literature dealing exclusively with the heat treatment of sand-cast aluminum-base alloys, describing the effect of small additions or of combinations of copper, magnesium, and iron on the response to a short heat treatment comprising heating at 932° F. in a

Jan 7, 1924

By AMY F. JENNINGS

TO give a concise history of the Woman's Auxiliary of the A. I. M. E. is a difficult task and much interesting information must needs be omitted. The organization has grown and evolved so much from its early simple beginning that it seems best to adopt the technique of some of our modern novelists and begin with the latest development. As the headquarters of the A. I. M. E. is in New York, it follows that the Woman's Auxiliary to the A. I. M. E. necessarily has also its central office and government there. The affairs of the organization are administered by a duly-elected president and five vice- presidents, a treasurer, recording secretary, and corresponding secretary and a board of directors, the personnel of which includes each chairman of a section or an elected or nominated representative who is able to attend the monthly meetings of the board and correspond with the section for which she acts, and the chairmen of the five standing national committees, i. e. Educational Fund, Library, Emergency, Membership and Hospitality. The chairmen of these committees are all responsible to the president and board of directors and their activities must be indorsed with their approval.

Jan 1, 1929

By AIME AIME

MEMBERS of the Engineering Education Committee held two meetings at Joplin preliminary to the opening of the main meeting there. The first was held on Sunday afternoon. It was attended by all who had arrived early enough and as among the dozen or' fifteen who were present the heads of a half dozen schools of mines were included it was a representative gathering. C: H. Fulton, chairman of the Committee presided and T. T. Read acted as secretary of the meeting. The chair., man reminded those present that last year there had been some discussion as to the advisability of the proposal, made by Edward Steidle, that a, separate society, devoted to education in the mineral industry, he organized. Many .people had felt that there are already so many societies in existence to demand one's time and attention, that it would be a mistake to add to their number and the counter suggestion had been made that the work of this committee could be so reorganized as to meet all the needs that a separate society could fill. He therefore presented for discussion these four' questions: (1) Shall a subcommittee .be appointed to study, and report in February, 1932, the possibility of the reorganization of the work of the Engineering Education Committee into the equivalent of an' Institute division; (2) if the work is so reorganized what shall be the relation of the work of the Committee (division) to the work of the-Society for the Promotion of Engineering Education; (3.): what are the, cardinal objectives of education for the mineral industry; and (4) what should be done as regards the movement in some institutions to plan their work-in the light of that being done in other institutions, for example, in geophysics?

Jan 1, 1931

By AIME AIME

HONORARY COMMITTEE. HON. C. D. WALCOTT (Chairman.), Director U. S. Geological Surrey. HON. FREDERICK I. ALLEN, Commissioner of Patents. DR. FRANK BAKER, Superintendent National Zoological Park. MR. CHARLES A. BELL, President American Security and Trust Co. MAJOR JOHN BIDDLE, Engineer Commissioner of District of Columbia. ADMIRAL C. M. CHESTER, Superintendent U.S. Naval Observatory. GENERAL WILLIAM CROZIER, Chief of Ordnance, U. S. A. ADMIRAL GEORGE DEWEY, Admiral of the Navy. COLONEL CLARENCE R. EDWARDS, Chief Bureau. of Insular Affairs. MR. WILLIAM C. FOX, Director Bureau of American Republics. MR. CHARLES C. GLOVER, President The Riggs National Bank. GENERAL A. W. GREELY, Chief Signal Officer, U. S. A. MR. BERNARD R. GREEN, Superintendent Library Building. GEN. G. H. HARRIES, Vice-President Washington Electric Railway Co. HON. E. A. HITCHCOCK, Secretary of the Interior. COMMANDER H. M. HODGES, Chief Hydrographer, U. S. N. PROF. W. H. HOLMES, Chief Bureau of American. Ethnology. PROF. S. P. LANGLEY, Secretary Smithsonian Institution. GENERAL ALEXANDER MACKENZIE, Chief of Engineers, U. S. A. ADMIRAL N. E. MASON, Chief Bureau of Ordnance, U. S. HON. WM. M. MEREDITH, Director Bureau of Engraving and Printing. HON. V. H. METCALF, Secretary Department of Commerce and Labor. HON. WILLIS L. MOORE, Chief -U. S. Weather Bureau. HON. PAUL MORTON, Secretary of the Navy. MR. F. H. NEWELL, Chief Reclamation Service, U. S. Geological Survey. HON. S. N. D. NORTH, Director Census Office. CAPT. E. C. PENDLETON, Superintendent Naval Gun Factory. MR. GIFFORD PINCHOT, Chief Forester, Department of Agriculture. MR. HERBERT PUTNAM, Librarian of Congress. ADMIRAL CHAS. W. RAE, Chief Bureau of Steam Engineering, U. S. A: MR. RICHARD RATHBUN, Assistant Secretary Smithsonian. Institution. HON. W. T. RICHARDS, Commissioner General Land Office.

Jul 1, 1905

By AIME AIME

Acid Open-Hearth Manipulation.. By ANDREW MCWILLIAM and WILLIAM H. HATFIELD, ii, 279. Discussion by J. J. MORGAN, iii, 647; E. H. SANITER, iii, 648; MCWILLIAM and HATFIELD, 111, 648. ADDICKS, LAWRENCE. The Effect of Impurities on the Electrical Conductivity of Copper, iii, 559. Address of Welcome to the U. S. National Museum, Washington, D. C. By RICHARD RATHBUN, .iv, 923. ALLDERDICE, TAYLOR. Discussion of MR. ROE'S paper, The Mann¬ facture and Characteristics of Wrought Iron, v, 1091. American Mining Engineer. Discussion by ARTHUR JARMAN, iii, 641. An Automatic Stock-Line Recorder for Iron Blast-Furnaces. By J. E. JOHNSON, JR., iii, 509. Anthracite-Washeries. By GEORGE W. HARRIS, vi, 1263.

Jan 1, 1907

By James E. York

THE honor so fairly earned and so incompletely and tardily paid to Henry Cort, the inventor of the puddling-furnace and the, rolling-mill, has been fully set forth by Mr. Charles H. Morgan,1 and needs no further emphasis here. In view of the importance of the rolling-mill in the treatment of iron and steel, the paucity of information concerning it is surprising. With the exception of a hook, written about 35 years ago, by Peter Bitter von Tunner, an Honorary Member of this Institute, and of desultory articles on simple sections, which have appeared in technical journals, I know of no pub¬lication attempting to treat this subject, although volumes have been written on the scientific theory and technical manipulations involved in other branches of the iron- and steel-industry. This strange anomaly may be due to the fact that roll-turning cannot be called a scientific business. It does not ordinarily come within the range of an educated engineer; yet it cannot be performed by an ordinary mechanic. It demands some of the qualifications of an engineer, in designing, and those of a mechanic, in execution. The men who have followed this trade have controlled the training of their successors. In many cases the technical knowledge required bas been handed down from father to son, and there has been a motive of private interest to prevent its public dissemination. Moreover, the statement of the various principles involved in the process would require, besides manual experience, a degree of scientific knowledge which roll-turners do not usually possess; and, finally, any book on the subject, in order to possess real, practical value, would have to be so fully illustrated as to make it very costly to publish. Regarding my own experience, I may say that I served a six-

May 1, 1906

By J. R. Thoenen

IN five years mineral wool has grown to a thirty-million-dollar industry from one whose output was valued, in 1933, at $1,700,000. Ten years ago, in 1928, there were only seven producing companies, with an annual output of but 50,000 tons. By 1936 fifty or more companies were producing half a million tons. The industry is still growing vigorously and will profit from the expected activity in building in 1339, for two-thirds of this material is used for building insulation and to assist in fire-retarding, in both new and old homes. It is as useful in the South, to protect against heat, as in the North, to keep out the cold, if one may speak nontechnically. It is a concomitant of air conditioning, that new addition to the American standard of living that began in theatres, department stores, and railroad dining cars, and is rapidly progressing down to small homes. Here, then, is an industry that is only beginning to have a present, and one with an almost certain important future; one that depends upon mining and the by-products of mining for all of its raw materials; one that every progressive mining man should know something about.

Jan 1, 1939

Jan 1, 1879

By Ernest A. Hersam

IN every commercial establishment,' it is customary and necessary to take inventory, periodically, and to account for profits and detect losses, to achieve productiveness and enhance efficiency. So, too, in the ordered life of every individual, there is the need of periodic introspection. The exercise of the Sabbath for rational thought, the utilization of pause, or rest, from the technique of daily occupation, orient the efforts. These are the constructive opportunities by which we grow always better than we were. Thus, also, there' is need of a periodic analysis of the organizations to which we belong and toward which we con- tribute. So we find' reason for the fitness of our loyalty. There seems to be no half-ground for the engineer. Whatever presumes to bear his name demands either the crushing pressure of his heel or the supporting pressure of his hand.

Jan 1, 1929

By R. L. Sebastian

ALUMINUM'S war history is the record of a successful race to expand facilities fast enough to meet the multiple increases in military requirements, principally for aircraft. From the beginning of the war program in 1940 through 1942, requirements estimates were repeatedly lifted to new high levels, and plans for increasing capacity had to be constantly revised. In 1943, basic metal supply caught up with and exceeded requirements, and by 1944, the surplus of primary production was large enough to force reduction in output and plant closings. In the past two years, ingot capacity has been ample, though periodic critical shortages have been experienced for a few fabricated shapes as a result of sudden shifts in demand. And now with all controls lifted we are faced with surplus capacity, surplus stocks, and surplus scrap. In 1938 the Aluminum Co. of America was the only U. S. producer of primary

Jan 1, 1946

By AIME AIME

SCRIPTURE, statistics and imagination all were drawn upon by the speakers who acclaimed Daniel C. Jackling as recipient of the William Lawrence Saunders Gold Medal for 1930. The award was made at a special dinner at the Ritz-Carlton, in New York, on Oct. 31. Lafayette Hanchett, old friend and associate, said that if it were his task to compress the life story of Daniel Jackling into a single sentence, he could find noth¬ing so appropriate as these words from the 22nd Chapter of Proverbs, "See'st thou a man diligent in his business, he shall stand before Kings." Mr. Jackling's diligence, according to the speaker, his love for his task, have been outstanding in his career. W. S. Boyd, now ranking official in the Jackling organization, cited amazing statistics as to the quantity of copper supplied to industry by the four "porphyry". coppers that are under Mr. Jackling's immediate direc¬tion, as well as by those that, in a sense, owe their existence to the pioneer work at Utah Copper. In the aggregate- 16,000,000,000 lb. of copper having an approximate value of $2,700,000,000 have been produced from disseminated ores since 1905; and of this total 42 per cent came from Utah and the Nevada group. Newcomb Carlton, president of the Western Union Telegraph Co., long an admirer of Mr. Jackling, adroitly drew a picture of a similar occasion in some 'foreign country. He imagined Mr. Jackling being raised to the peerage and whimsically addressed him as Sir Daniel, the Right Honorable Earl of Bingham!

Jan 1, 1930

By Frederic P. Dewey

THE Bureau of the Mint of the United States Treasury maintains 13 offices for the purchase of gold-bullion, and this paper describes an investigation to establish the reasonable differences in the assay-results at the various institutions which may be commercially allowable in the settlements between them. Beginning with the comparative assay of proof-gold at the Philadelphia mint and the Utrecht mint, which shows 0.00002 as the closest agreement now possible, eight tables of comparative results, taken from the regular work of the service, are given. These tables begin with very fine gold, produced in an electrolytic refinery, showing close agreement. in the assay-results, and follow through decreasing gold fineness and . increasing amounts and complexity of base metals to very impure and complex bars produced at cyanide-mills, some of which give widely-varying results. Next is given a series of results on samples, prepared and sent out to various laboratories in the service, to test the influence of different metals and various combinations upon the' agreement of the assay-results; 11 samples were sent out and each one was assayed from 44 to 71 times, making a total of 623 assays. To these are added 107 assays of identical samples of coin-gold. On a previous occasion,' I have endeavored to show the degree of accuracy that may be expected in the ordinary everyday analysis of various materials, and on another occasion2 I

Aug 1, 1909

By Lawrence A. Soltis

Senior engineering or executive management positions are filled by engineers who are evaluated on their performance, knowledge, skill, and maturity. Not only is technical expertise required but a knowledge of sales and marketing, finance, law, industrial relations, and public affairs is necessary. The University of Wisconsin-Extension offers an innovative post-baccalaureate degree program blending technical and professional subjects the Professional Development Degree in engineering (PDD)-designed to bring various opportunities for learn-

Jan 4, 1978

By Roger L. Brockenbrough

Steels available for mine-shaft applications are discussed, and the use of steel linings for round and rectangular shafts is reviewed. For rectangular shafts, frameworks constructed of square or rectangular steel tubes offer advantages. Also, corrugated steel sheeting provides a suitable alternative to timber lagging for spanning between the main shaft supports. For round shafts, self-supporting cylindrical steel liners, with circumferential stiffeners to prevent collapse, have been used to depths up to 6000 ft. Several large-diameter round shafts have been constructed with a concrete lining and an internal framework: of high-strength low-alloy steel tubes. It is concluded that in any new shaft construction steel designs should be investigated as economical alternatives to designs using other materials.

Jan 1, 1976

By AIME AIME

THE annual meeting of the A.I.M.E. was fittingly closed with a joint meeting of the Metropolitan sections of the four National societies on Feb. 18, at which this subject was adequately discussed by leading engineers before an audience that completely filled the Engineering Auditorium. The large amount of publicity that has been given the Diesel electric loco- motive, and the often garbled reports of its performance and possibilities that have been circulated, makes it particularly fitting that the facts should be given the profession as determined by those who have aided in developing and operating this latest form of prime- mover in railroad operation. C. A. Stein, general manager of the Central R. R. of New Jersey, opened the meeting with a discussion of the problem of electrification, and the relation of the short haul, switching, and terminal service to heavy electrification. Referring directly to the problem of the Central R. R. of New Jersey, some subtitution for the steam locomotive is necessary within the city limits of New York because of local ordinances against the smoke nuisance. While the improvement in the design of the steam locomotive has been marked-the efiiency today is over fifty times that of the locomotive of 100 years ago-it has now probably reached the point of maximum perfection. If anything, it is open to the criticism of having Coo many appliances to get out of

Jan 1, 1926

THE members arrived at Ticonderoga, N. Y., at noon, Tuesday, October 15th, and were received by Mr. Cyrus Butler, Chairman of the Local Committee of Arrangements. During the afternoon the works of the American Graphite Company and the Horicon Iron Company were visited under the guidance of Mr. Butler, President of both companies, and of Mr. William Hooper, Superintendent. An excursion was then made, in carriages, to old Fort Ticonderoga, on Lake Champlain, after which the party were driven to the Rogers Rock Hotel, on Lake George. The first session of the Institute was held in the parlor of time hotel on Tuesday evening. Mr. Eckley B. Coxe, President of the Institute, opened the proceedings with the following address: I shall ask your attention, this evening, to a few reflections upon the subject of mining engineering as a profession in the United States, its past, its present, and its future, and its duties and oppor¬tunities with reference to the proper development of our great min¬eral resources. Thirty years ago, there were scarcely any mining engineers in this country, and but few in England, and there were no institutions where young men could be educated for the profession in the Eng¬lish language. France and Germany have been able for about a century to boast of mining schools of a high character, that number among their graduates such men as Humboldt, Weisbach, Rittinger, Combes, and Gruner. Of the few we then had worthy of the name of "mining engi¬neer," some had studied in the continental academies, and others were graduates in the school of practical experience, and had learned their profession in mines and smelting-works. Their work con¬sisted principally in making surveys and maps of mines and mining properties, geological reports, and analyses of ores ; but the mining engineer whom we often meet with now, who has studied chemistry, physics, mineralogy, geology, mechanics, and drawing; who is more or less familiar with machinery and its construction, and with the practical management of mines or smelting-works, and who is an expert in some one branch of his profession, would have been very difficult if not impossible to find in the United States. The induce¬ments held out to ambitious and talented young men to enter the

Jan 1, 1879

By AIME AIME

WTHIN the next month all members of the Institute will be given an opportunity to vote for a new President, two Vice-Presidents, and five Directors. All of the candidates nominated by the official committee are well known to certain groups of the Institute membership but a brief record of their professional lives will be given here for the information of those that will vote. Not since 1927, when Everette DeGolyer guided the destinies of the Institute, has a member of the Petroleum Division been a candidate for President. John Meston Lovejoy has been a Director since 1930, and a Vice-President as well for the last year: In the three years 1932-4 lie was also chairman of the Admissions Committee. Dir. Lovejoy graduated from the Columbia School of Mines in 1911, just before lie was 22 years old, and began his professional career as a copper miner at Chuquicamata. Chile. Silver and gold mining later claimed his % attention, and it was not until 1914 that lie gut into the oil business, as geologist for the Standard Oil Co. of N. Y. This took hint to China and he later worked for the company in Wyoming. In 1917 lie joined the Army where lie rose to be captain of Field Artillery. Upon his return to the United States he went to work for the Amerada Petroleum Co., of which he later became vice-president and general manager, with headquarters in Tulsa. Since coining to New York he has been president of the Petroleum Bond & Share Cu.. and is currently president of the Seaboard Oil Co.

Jan 1, 1935