Search Documents

By J. D. Livingston, J. J. Becker

A MAJOR difficulty in the experimental study of precipitation-hardening is the measurement of particle sizes too small to be easily resolved with the microscope. It has been shown recently, however, that magnetic measurements on copper-cobalt al- loys in the aged state can be used to determine the average volume, total volume, volume distribution, and shape of the ferromagnetic cobalt-rich particles, even though the particles are submicroscopic in size. r' These alloys also are known to exhibit considerable precipitation hardening. This paper reports some results on the dependence of the mechanical properties of such an alloy on the particle size, determined magnetically. It further illustrates the use of other magnetic measurements in interpreting structure changes occurring during deformation.

Jan 1, 1959

Occasionally it is interesting, and sometimes useful, to review the past for early references to our industry, and to learn of the trials and travail passed through before it arrived where it now is - and the results of such a review follow. Some time ago one of our modern playwrights and poets, Arthur Guiterman, turned to coal, with the following result : Afar in the Carboniferous time I grew in Paleozoical slime, A lepidodendron with boughs on my stem And lepidostrobusea grew out of them. My roots in the mud of the ages I spread And up to the heavens I vaunted my head, I throve in the heat of tropical sun, And now I am coal at two dollars a ton.

Jan 1, 1935

By Arthur V. Abbott

In a few places attempts have been made to introdnce some means of delivering heat from a central station. Probably Pittsburgh, through the advantages derived from its almost inexhaustible supply of natural gas, has made a more wide-spread success in this direction than any other city. From the gas-wells in the vicinity of that town an enormous supply of natural gas can readily be obtained at a pressure sufficient to force it many miles from its source and to distribute it to all consumers. Obviously, very few places have such natural advantages, and some other means must be devised, if it is desired to furnish heat in a location not supplied with gas-wells. Several plants have been introduced to deliver heat by

Jan 1, 1888

By Herbert Clark Hoover, Lou Henry Hoover

PREVIOUSLY I have given much information concerning the miners, also I have discussed the choice of localities for mining, for washing sands, and for evaporating waters; further, I described the method of searching for veins. With such matters I was occupied in the second book; now I come to the third book, which is about veins and stringers, and the seams in the rocks1. The term "vein" is sometimes used to indicate canales in the earth, but very often elsewhere by this name I have described that which may be put in vessels2; I now attach a second significance to these words, for by them I mean to designate any mineral substances which the earth keeps hidden within her own deep receptacles.

Jan 1, 1950

By F. C. Frischknecht

Most early development and application of electromagnetic prospecting methods took place in Scandinavia, where geological conditions favor their use. In other parts of the world these methods have aroused cycles of interest, but in Scandinavia they have been used continuously and successfully since the 1920's. Electromagnetic methods may be classified into two general groups. One group includes methods in which the source of the electromagnetic field remains stationary while the receivers are moved about to explore the area. The other includes procedures in which the energizing and receiving systems are moved together. Other classifications could be based on the size of the energizing source, the particular components of the electromagnetic field which are measured, or the mode of transporting the equipment. The difference between fixed-source and moving-source methods, however, is of such great fundamental importance that it will be emphasized in this discussion. FIXED-SOURCE METHODS Essentially, a fixed-source method consists of the measurement of electromagnetic fields about the source. The mutual coupling between the source and the earth is constant, but the mutual coupling between the receiver and the earth (unless the earth is homogeneous) and also between the source and the receiver changes at each station. The results are usually normalized by relating the field data to the calculated free space or primary field. Turam and Radio Reference Signal Methods: The turam or two-frame* (see Fig. 1A) is probably * Turam means two-coil. the most common fixed-source method. The energizing source is an insulated cable grounded at both ends or formed into a large rectangular loop. Measurements are taken along a traverse at 5 to 50-meter intervals using two small receiving coils, the lagging coil being placed at the position previously occupied by the leading coil. The complex ratio (i.e., inphase and out-of-phase ratios) of the voltages induced in the two coils is measured. Operating frequency range is about 100 to 800 cps. In a typical turam survey a straight, grounded cable several kilometers long is laid out parallel to the probable strike of the ore deposits or conducting strata being sought. An area extending 1 or 2 km on each side of the cable, and within 1 or 2 km of the ends of the cable, is surveyed. Measurements are made at stations 5 to 25 m apart along traverses perpendicular to the cable. Measurements may be made along lines parallel to the cable to serve as base lines for the traverses or for other special purposes. Commonly the receiving coils are oriented with their planes horizontal so that only the vertical component of the field is measured. If additional information is required, one of the hori- zontal components may also be measured by orienting the coils with their planes vertical. In a modified turam technique developed recently for both ground and airborne measurements (Fig. 1B) the amplitude of the complex voltage induced in a single receiving coil is measured and its phase compared with that of a reference signal transmitted from the energizing system by a radio frequency carrier. Thus the un-normalized field is obtained directly, whereas with the turam method it is obtained by calculation from the ratios. The turam method and its modifications have a greater working depth than the other electromagnetic procedures used in ore prospecting. Under favorable conditions conductors have been located at depths of 200 to 300 m. A modified turam method with one of the electrodes grounded in the upper end of a plunging orebody was used to follow the extension of this body to a depth of 200 m beneath a layer of conducting schists. Straight grounded cables are usually preferred to insulated loops because they are easier to lay out and because they often make the method more sensitive. The greater sensitivity of a grounded cable is a result of ground return currents which may flow in the orebodies in addition to the eddy currents caused by induction from the current in the cable. Anomalies in the vertical field due to eddy currents are characterized by a correspondence between high values for the inphase component and positive out-of-phase components and/or low values for the inphase component and negative out-of-phase components. Also the inphase component may approach zero, but it does not become negative. In very long continuous conductors that are parallel to a grounded cable the effect of ground return currents may far exceed the effect of eddy currents. These ground return currents cause a lack of correspondence between the inphase and out-of-phase components and may cause negative inphase or anti-phase components. It becomes difficult to carry out the measurements and often difficult to interpret the results. Such results immediately suggest the presence of graphitic strata, however, since ore deposits are rarely extensive enough to accumulate sufficient ground return current to cause these results. A cable laid out perpendicular to the strike or an insulated loop is sometimes used in areas where graphitic schists and slates are present. Anomalies are then completely or almost entirely due to eddy currents and are easier to interpret. The measured voltage ratios are normalized by either subtracting or dividing by normal field ratios calculated from free space considerations. The normalized ratios are then plotted as individual profiles. When significant anomalies occur in the ratio measurements, the actual normalized fields are calculated by beginning with a measured or an assumed value for the field at a point near the cable and successively multiplying this value by the normalized ratios. There is a similarity between this process and a numerical integration of the ratio curve. Conversely, in many respects the ratio curve is similar to the first derivative of the field curve.

Jan 1, 1960

By Irwin Roman

IN studying the possibilities of a continuously recording magnetometer for use along the surface of the earth and in an airplane, the Federal Bureau of Mines was led to a study of the theoretical resolving power of magnetic observations, both in the variation of the total magnetic intensity and in each of the two components ordinarily measured. Along with this general study, an attempt was made to determine the relative worth of the total intensity anomaly and the vertical anomaly in geophysical prospecting. General considerations led to three conclusions: I. In the northern magnetic hemisphere of the earth, the total intensity anomaly is offset to the south of the vertical anomaly, for a positive anomaly (see Appendix, note I). 2. The resolving power of magnetic observations decreases rapidly with distance from the disturbing body. 3. The horizontal anomaly has little value in prediction of the disturbing body but might be useful in making a choice between bodies suggested by the vertical or total anomaly. Some of the considerations leading to these conclusions were: I. The normal intensity and the anomalous intensity are vectorially additive; hence for a positive anomaly in the northern magnetic hemisphere the total intensity will be a maximum at some point south of the disturbing body and north of the point at which the line to the disturbing body is parallel to the normal earth's field. The anomaly itself has a maximum value directly above the body. For a positive anomaly of constant magnitude, the total intensity will be a maximum when the anomaly vector is parallel to the normal vector. This is shown schematically in Fig. I (not to scale) for a magnetic distribution not restricted to a relatively thin sheet in the magnetic meridian. The normal field has a magnitude Io with vertical component Vo and horizontal component H,. Six station points along a traverse' across the body from south to north are shown at M to S. At each of these stations the normal magnetic field vector terminates at F. At each of these stations the magnetic field vector due to the disturbing body B terminates at A. The line through the station point and the point A passes through B. The magnitude of the anomaly, indicated by the length of the vector terminating at A, is proportional to some power of the distance from the station point to the disturbing body. If the' disturbing body B is a concentrated point of magnetic material, the anomaly is proportional to the inverse second power of the distance. For a uniform magnetic distribution over a line perpendicular to the observed traverse, the anomaly is proportional to the inverse first power of the distance. For surface distributions, the law of intensity is more complicated. At each field point, the total magnetic intensity T is the vector sum of the

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 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 E. E. Schumacher

IN a laboratory devoted to the furtherance of the science of communication, the breadth and variety of the problems encountered are challenging to a metallurgist. In my own long association with the Bell Telephone Laboratories, our metallurgical group has dealt with a vast number of alloys, both ferrous and nonferrous, and with many materials in the border range of metallic properties., The objectives of our design engineers embrace every phase of telephony, and the properties they desire in metals are generally unusual, frequently unique, and often conflicting. Commercial alloys have not always been available with properties to meet a special requirement in the telephone plant, and many alloys have had, therefore, to be custom-made. Anyone who has had the opportunity to observe the results of tests of all types on numerous such alloys, both commercially and specially produced, or who has taken part in the development of an alloy of some necessary, but new or unusual combination of properties, could not fail to be impressed by the frequency with which a desired goal has been reached or adequately approached through the presence of decimal quantities of alloying elements. Nor could One fail to be struck by the occasions when, conversely, of a minute amount Of impurity element has rendered an alloy useful. It is no exaggeration to state that the content be- hind the decimal point often spells success or fail-ure, and the critical content is sometimes far to the right of the decimal point as I shall later illustrate. The great effects of small additions have long been recognized and have, in fact, been described by many investigators. The importance of the minute, however, cannot be overemphasized. Therefore, in this discussion, I propose to illustrate for you some of the startling instances, drawn primarily from our own experiences, wherein small, even vanishingly small, proportions of stranger elements in otherwise common aggregates have com-pletely changed the customary pattern of behavior. No one property has a monopoly as to being dis-proportionately affected by minor elements. Nearly all properties are affected, but there is time here to include only a selected few. I have chosen, there-fore, three of general interest: strength, magnetic, and electrical properties. I shall inquire into both the mechanisms and consequences of these disproportionate effects and try to share with you the fascination and challenge of this field. Strength Properties of Lead and Lead Alloys To illustrate the effect of the minute on strength properties I have selected lead and its alloys, with which we have worked extensively for many years. Lead has the advantages of being available in quantity in a state of high purity and of being fairly easy to melt and fabricate without contamination to any extent detectable by the spectrograph. It has the interesting disadvantages of recovery and recrystallization at room temperature. Whether I

Jan 1, 1951

By L. F. Coffin

Monotonic tension and controlled cyclic-strain tests have been conducted on an annealed steel at various strain rates and temperatures in the weep range. Evidence of a strain-induced precipitate reaction abozle 500°C was determined from pronounced cyclic-hardening effects, increase inflow stress, inter granular fracture, drastic decrease in low-cycle fatigue resistance, and loss in tensile fracture ductility, as well as through electron-microscopy examination. It was found that strain rate as well as temperature had a pronounced effect on these observations. A parameter of the form P = T(7.95 - log ip) was determined, which was directly related to the ductility, defined either as the true strain at fracture in the case of simple tension, or as 2N 1/2 ? E p in the case of cyclic plastic strain. A highly satisfactory comparison of the cyclic life as measured and as computed from the ductility predicted by this parameter was obtained for a range of temperatures from 400° to 650°C and for crosshead speeds of 0.002 to 0.2 in. per min. MANY metals subjected to sustained loading at elevated temperatures derive resistance to creep from solid-state reactions of various alloying constituents. These reactions can be many and varied, and occur as a consequence of time and temperature according to reaction-rate principles. Strong evidence exists that many of these reactions are influenced by plastic strain, the argument being put forth that dislocations act as sites for nucleation and growth for the new phase.' Many examples can be cited where plastic strain during transformation influences the structure, and as a consequence affects the properties.2 The low-alloy steels serve as particularly good examples for investigating the effect which aging reactions have on resulting properties. Alloying elements such as carbon and nitrogen, and carbide formers such as manganese, chromium, molybdenum, and so forth, can, by the particular aging reaction which occurs, produce strengthening effects at various temperatures, and so endow strength to the alloy over a broad range of temperatures. These effects have been systematically studied by Glen both during creep3 and for constant strain-rate tension testing.4,5 The work of Glen is of considerable interest in connection with the present study, particularly in regard to the effect of various alloying additions on the true stress-strain curve and on fracture ductility at various elevated temperatures. He has shown that strain-age hardening occurred during plastic straining, which was quite specific both to the temperature of the test and to the alloying element involved. When strain-age hardening was noted at a particular temperature, a .minimum in reduction of area was also obtained. Provided the temperature for the minimum reduction of area exceeded 300°C, all minimum ductility fractures were found to be inter-crystalline in nature. For carbon steels containing molybdenum, two minima in reduction of area were noted, one occurring at 200° to 250°C, the precise temperature depending on the percentage of molyb-

Jan 1, 1964

By J. L. Bruce

After six years of war-enforced idleness, Cyprus copper mines are operating again. This relatively long shutdown seems infinitesimal when compared with something like seventeen hundred years of inactivity that followed the important operations of the ancient Romans, and continued until the twentieth century. The historical records of the ancient operators are scarce but full of interest to those who realize that Cyprus copper production was important more than two thousand years ago. This paper, however, will give only a brief review of the ancient history and the evidence of ancient mining which have been quite fully covered in other publications.1-6 The purpose of this paper is to give a general sketch of the Cyprus Mines Corporation's enterprise in the Island of Cyprus, with special emphasis on those conditions and practices which are unusual. The picture is not intended to be complete, and many interesting details will be omitted. Some of these may be described in subsequent papers covering departmental practices. The principal operations of Cyprus Mines Corp. are in Cyprus, where it has leasehold concessions from the Cyprus Government covering about 50 square miles. It holds additional areas under "Prospecting Permits." The consideration for the concessions is a royalty on production, coupled with minimum annual rentals. Cyprus is a British Colony in the Eastern end of the Mediterranean with an area of about 3000 square miles and a population of about 400,000, of which 65 pct may be classed as Greeks on the basis of language, religious training, and traditions. About 25 pct are Moslems, principally of Turkish extraction. Prevailing languages are Greek and Turkish. A large proportion of the supervisory and administrative staff and practically all of the skilled and unskilled craftsmen and laborers are drawn from the native population. The "overseas" staff constitutes not more than 2 pct of the employees. The majority of these are from the United Kingdom, the British Dominions and Colonies. About one-third are from the United States of America. The topography of the Island is rugged, with mountains and foothills covering more than two-thirds of the area. Between the Kyrenea range rising to 3000-ft elevation, along the north coast, and the Troodos range (maximum elevation 6400 ft) occupying the southwest half of the Island, lies a cultivated rolling plain, the "Mesaoria," dry in summer and watered only by the winter rains and by scanty irrigation from small mountain streams and wells in the spring and summer. Climate and natural vegetation are characteristic of semi-arid conditions. The "urban" population, about one-fourth of the total, lives in the five port towns, Famagusta, Larnaca, Limassol, Paphos and Kyrenia, and in the capitol Nicosia, near the center of the Island. The suburban population lives almost entirely in villages or small towns, with very few people residing in isolated country homes.

Jan 1, 1949

With this issue of the Bulletin, the Institute puts into operation a plan which it has long had under consideration for enlarging its field of usefulness to its members. We refer to the Index to periodical literature bearing on mining, metallurgy, and related subjects, which will be found in the advertising section at the end of the Bulletin. The Index is printed on alternate pages so that anyone who desires to compile a card index can readily clip the items and paste them onto cards. By its affiliation with the Engineering Societies Library, the Institute possesses unexcelled facilities for the preparation of this Index, since practically every important engineering or technical paper published anywhere in the world is regularly received by the library. The items for publication in the Index are first selected by the library staff, but their final approval and their order of arrangement remains in the hands of the editor. A word should be said in explanation of the system of classification that has been adopted. It will be noted that the classification is extremely broad, no attempt having been made to gather the references into closely specialized groups. Our reason for breaking away from the modern tendency toward minute specialization is based upon the fact that the fundamental principles underlying all engineering are not by any means so diversified as has commonly been supposed. For example, it is not at, all unlikely that an engineer engaged in large-scale ore mining in the Southwest can profit by observing the methods employed by his colleagues in the Pennsylvania coal mines. It is notorious also how extensively the brotherhood of chemical engineers has profited by the. earlier experiences of the ore-dressing and metallurgical engineers. If the Index were minutely sub-divided, it would always be possible that the coal-mining engineer, for example, might fail to observe a most important paper because it happened to be listed tinder the head of iron mining. For this reason, mining practice in general is consolidated under one head. The same line of reasoning applies to other divisions as well. In order to make the Index of practical value to all members of the Institute, wherever they may be situated, the library will undertake to supply, for a nominal charge, an abstract, a translation, a typewritten copy, a photostat copy, or the original of any article in the Index. Requests for service of this character should be addressed directly to the Engineering Societies Library, 29 West 39th St., New York. Members are urged to cooperate toward the success of this new departure by sending us suggestions. Although every effort has been made to anticipate the wishes of the members, it is almost impossible to foretell what services may be most useful to our 7000 constituents. Furthermore, it is known that some men prefer one method of classification while others would find another method more convenient.

Jan 9, 1918

By George G. Thomas

IN April 1949, Newfoundland became the tenth province of Canada. It had been a Dominion of the British Commonwealth, though actual Dominion status had been suspended for some fifteen years. During that fifteen-year period the Government had been by commission. Throughout the regime of the Commission Government, a limited program of investigation of the mineral resources of the country was in progress. It was during this period that the investigation of the iron resources of Labrador by the predecessors of the Iron Ore Company of Canada began. Since Confederation there has been a marked change in the attitude of mining capital to the new province and a notable acceleration in the tempo of prospecting and exploration. There is no private Newfoundland capital available for mineral exploration. In the past, as now, capital must be attracted to the province. Prior to Confederation, Canadian capital had to cross the barriers of customs and immigration. American capital hazily regarded Newfoundland as part of Canada, with one notable exception, the American Smelting and Refining Company at Buchans. Buchans The most significant mining development in Newfoundland today is the property of the Buchans Mining Co. Ltd., a subsidiary of the American Smelting and Refining Co., located at the town of Buchans. Their milling operation produces lead, zinc, and copper concentrates by selective flotation, and also produces a small amount of gravity concentrate. Presently the mill treats, about 320,000 tons of ore per year. Production started in 1928 at 500 tons per day and has been raised over the years to the present figure of 1200 tons per day. Conventional prospecting methods uncovered the original deposit. It was first examined as a possible source of sulphur from pyrite. Geophysical prospecting and diamond drilling resulted in discovery of enough additional ore to warrant a large scale operation. Mining is by open cut methods. In addition conventional underground cut and fill stoping and square set stoping methods are employed. Between 850 and 900 men are employed at Buchans. Concentrates are shipped by rail to Botwood and leave the country through the port. Buchans Mining is currently investigating a Crown concession covering an area of approximately 6250 square miles, adjacent to the area of present operations. Aerial photographs have been made of the area, and geologic parties, supplied by plane, are in the field during the summer months. The concession lies south of the Falconbridge concession. The geology of the Buchans area can be divided into three groups. The first category is the oldest and called the Buchans Series. It consists of volcanic lavas, breecias and tuffs and underlies most of the Red Indian Lake Basin. The second is a group of igneous rocks such as granite and quartz porphyry intrusive in the volcanics. It makes for rough country north and west of Buchans. The third group consists of sills and dykes penetrating the lavas near

Jan 1, 1952

By J. W. Downey, M. V. Nevitt

MUELLER and Knott' have reported that Ti2Cu has the Si2Mo-type (Cllb) structure. The lattice parameters of Ti2Cu and the positions of the titanium and copper atoms are given by them as follows: ao = 2.944A; co = 10.786A 6 atoms per unit cell: 2 Cu (a) 000; 1/2: 1/2, 1/2 4 Ti (e) 002; 1/2, 1/2, 1/2 + z 00 -2 ; 1/2. 1/2. 1/2- z where z = 0.341 We have found eight other binary compounds which appear to be isostructural with Ti2Cu. All of them involve the combination of a titanium group element with a copper group element or a titanium group element with palladium. The compounds and their lattice parameters are given in Table I. The alloy samples were prepared by arc melting metals having a purity of 99.9 pct or better. They were homogenized for 72 hr at 900°C in evacuated capsules and quenched in tap water. Filings were prepared, and these were reannealed for 4 hr at 700°C, also in evacuated tubes. The lattice parameters were determined by a least squares Bnalysis of the back reflection lines of patterns made with cobalt radiation. It was not possible to make a precise determination of the lattice parameters of Zr2Au because the filings underwent rapid oxidation at room temperature. The evidence supporting the large tetragonal cell containing 6 atoms involves the presence of the reflections 002, 101, 004, 112, 114, 202, and other reflections with higher indices for which I = 3n. Three or more reflections corresponding to these indices, which cannot be indexed on the basis of a small body-centered tetragonal cell containing 2 atoms, are observed in the patterns of all of the compounds listed in Table I. They are strongest and most numerous when the components have large differences in their atomic scattering factors, as is the case in Ti2Pd, Zr2Cu, and Hf2Cu. The values of the z parameter should be regarded as approximate They were selected on the basis of the best agreement between the observed intensities of two pairs of closely spaced powder pattern lines (004): (112) and (114): (202) and the corresponding intensities calculated for several values of z. An ordering scheme was assumed in which titanium, zirconium, or hafnium atoms occupy the titanium positions of Ti2Cu, and copper, silver, palladium, or gold atoms occupy the copper positions. Calculated and observed intensities of the aforementioned lines and the other lines of the patterns are in satisfactory agreement, but a refinement of the z parameters and a final confirmation of the ordering arrangement must await a more detailed study. It is interesting to note that in transition metal systems at A2B stoichiometry the Si2Mo-type structure competes for stability with two other fre-

Jan 1, 1962

By Fred W. Stiefel

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

Jan 1, 1942

By H. R. Banks

PONDERING the action of a ball mill employed to carry on comminution from the product of fine crushing to the point where flotation, cyanidation or other concentrating methods are applicable, one wonders where this machine had its origin. When Henry Wadsworth Longfellow reiterated the observation of that older poet Von Logau, and wrote “Tho’ the mills of God grind slowly, yet they grind exceeding small," he probably visualized the type of mill that was employed in medieval times for the production of flour, and can therefore not be considered as having gained admittance to the fraternity of millmen, on behalf of, either poet. He does, however, make it quite clear that the efficiency of even these Mills of Destiny was low, and to that extent voices a characteristic of fine-grinding equipment that has been the bugbear of all metallurgical engineers. PRINCIPLE OF BALL MILL The principle of the ball mill probably is traceable to the action along the coast line of oceans or lakes, or in the mountain streams. Wave action on rocks and pebbles, close to the shore line, gives the potential energy to the grinding media, which, in their rolling and tossing, break down the sands, and the resultant "pulp" carried out from the shore is classified and settles out in sizes ranging downward to extremely fine mesh. Surely, these are the real mills of God. If we allow our minds to dwell on the total tonnage that has been handled in this way, adding to the sands and clays at present in existence those enormous tonnages of metamorphosed sedimentaries, we sense the vast quantity of rock that has been so reduced. Is it not likely, therefore, that the answer to the beginnings of pebble milling, and eventually ball milling, came through the perception of this natural mill by one of our engineering forebears? METHODS OF GRINDING The relatively low return of mechanical input to a ball mill, in terms of useful work accomplished, has always intrigued me immensely. The potential energy absorbed by a ball raised to a high point in its path is apparently released with a very small return in useful work. Is the ball mill the most desirable means of fine grinding, or is there some other method through which we can recover a reasonable amount of the energy input in terms of useful work? Some years ago, on his retirement, H. W. Hardinge was questioned as to his thoughts on the trend of fine-grinding equipment. As I recall, his prophecy at that time was that the most likely field for improvement in grinding media would be toward a charge of flat disks with some mechanical scheme to cause them to slide over each other. Undoubtedly, Mr. Hardinge went through the usual experience of the muller and bucking board, the customary introduction of the budding millman to his calling. I have often wondered, but have never got beyond the wondering stage, as to the

Jan 1, 1945

By Fred W. Stiefel

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

Jan 1, 1942

By Roy J. Helfinstine, Gilbert H. Cady

One of the most urgent needs in the field of coal combustion is the ability to predict the performance of a coal from knowledge gained from small-scale tests. Numerous types of analyses and tests are conducted on coal, including the proximate and ultimate analyses, heating value, varieties of sulphur, ash analysis, ash fusion temperatures, free swelling index, petrographic analysis, and Gieseler. plasticity. The Illinois Geological Survey has made an intensive study of the value of these tests for judging the performance characteristics of the coal as actually utilized. To date, three reports1,2,3 have been issued, and another is being prepared. The present paper briefly summarizes some of the results found in the studies. Equipment The equipment used for the tests is described in some detail in the above mentioned publications. Briefly, it consisted of a domestic stoker, cast-iron boiler, and water-cooled heat exchanger, which were operated as a forced circulation hot-water system. The entire unit was mounted on scales. Instruments for recording the per- formance of the coal included a hot-water meter to indicate the quantity of water flowing through the boiler; a two-pen, mercury-actuated thermometer to record the temperatures of the water entering and leaving the boiler; a chemical-type meter to record the percentage of CO2 in the stack gases; a pressure gauge to record the static pressure in the stoker-air duct; and a multipoint potentiometer to record the temperatures in the stack and room, and the opacity of the stack gases. A 16 mm motion picture camera was available for taking pictures of either the fuel bed or the scale dial. Procedure The tests described in this report can be conveniently divided into three phases. For the first phase, a load of 5 or 6 tons of unwashed coal (usually screenings) was obtained from each of fourteen Illinois mines. These coals were all crushed and screened to a size of 35 in. (square hole) by 8 mesh. Combustion tests were made on a part of this raw, screened coal. Another portion was passed over a concentrating table to reduce the ash to what was considered to be commercially reasonable, and combustion tests were made on this upgraded coal. The ash content of the remaining coal was reduced to a still lower figure by passing it over the washing table with greater reject, or by standard float-sink procedure. This cleaned fraction was then tested in the stoker-boiler unit. Thus three coals with varying ash content were tested from each mine. For the second phase reported here, coals were obtained from four Arkansas mines and tested as received and after passing over the concentrating table with a normal reject. One Illinois coal was tested in the "washed" condition only. The third phase included tests on commercially prepared stoker coals

Jan 1, 1950

By Fred W. Stiefel

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

Jan 1, 1943

By J. P. Smith

DURING the winter of 1946 to 1947 potash operations in Germany, France and Spain were visited by the author. The U. S. Department of Commerce, through its Field Intelligence Agency Technical, sponsored the inspection of German properties by representatives of the American Potash Industry. Vast deposits of potash salts occur in the above-mentioned countries, and the production and marketing of these salts are important in their respective economies. Germany An area of some ten thousand square miles of north central Germany is underlain by lenses of potash salts interbedded with greater thicknesses of sodium chloride or common salt. These salt measures are relict deposits from the evaporation of an arm of the Zechstein (Permian) Sea which formerly covered northern Europe. During the peak year of 1940, Germany produced salts containing 1,860,000 tons of K,O and, next to coal, potash is its most important mineral raw material. The German deposits are found in the synclinal areas flanking the Flechtingen, Hartz Mountain and Thuringian uplifts, and, to the north they lie beneath the plains of Hannover. The regional dip of the salt measures is to the north, hence, lenses of potash found at depths of 500 to 1000 m* in the Two general depositional provinces of potash concentrations are recognized: (1) the main basin, and (2) the subsidiary basin. The main basin embraces the producing districts of Stassfurt, Sud Hartz, Halle, and Hannover-Braunschweig. From J. P. SMITH, Member AIME, is Clzief Geologist, U. S. Potash Co., Carlsbad, New Mexico. New York Meeting, February 1948. TP 2621 H. Discussion of this paper (2 copies) may be sent to Transactions AIME before Feb. 28, 1950. Manuscript received May 26, 1948. 40 to 45 pct of the German production comes from this basin. The Werra-Fulda district, producer of 50 pct or more of the German potash, lies in the subsidiary basin. Salt Stratigraphy: Five commercial potash zones or beds are recognized. The three beds present in the main basin are: The Stassfurt bed that occurs near the top of the older salt, and the Ronnenberg and Riedel beds in the younger salt occurring 200 to 300 m, respectively, above the Stassfurt bed. The Stassfurt bed is found over the entire main basin, while the Ronnenberg and Riedel are restricted to the Hannover area. Two potash beds occur in the Werra basin. These are the Thuringian, or lower bed and the Hessen or upper potash bed that occurs 60 m above. These beds lie 210 and 150 m, respectively, below the position of the Stassfurt bed, and are restricted to the Werra basin. The upper bed is 2.5 to 11.5 m in thickness, and the principal ores are hartsalz with varying thicknesses of carnallite. The lower bed averages 3 m in thickness, and contains hartsalz. The upper bed is presently being mined, and the

Jan 1, 1951