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By C. D. Woodward

ThE subject of elcctric signals for the despatching of mining cagey through shafts has received cousiderable attention recently from various mining companies. The Anaconda Copper Mining Co. has found it necessary to develop a system that is rcliable, safe and simple in operation, and easy to repair. The movement of all mine cages or skips is under the direction of a station tender, who rides on the cages when men or supplies are being lowered or raised; when ore is hoisted, he is stationed at a skip pocket for loading and despatching the skips. For the station tender's use, two signal systems are installed in cach hoisting compartment, and he is the only employee authorized to use them. One system is known as the "AC " or station bells, as it is operated from the 110-volt, 60-cycle, power service; the other system, called the "DC" or shaft bells, takes its energy from closed-circuit primary batteries. As a supplemcnt to the two main signals, a buzzer system is installed The general arrangement is similar to the main signal, except that there is a mine buzzer at each station. When a signal switch connected into the buzzer system is pulled down, all buzzers arc operated, thus notifying the station tender that he is wanted at seine particular level. Placed on the station posts, and within easy reach of the men on the cages are the signal pull switches for the main signals. The station, or "AC," pull switches are furnished with a short rope as shown in Fig. I, while the shaft, or "DC," pull switches are equipped with ropes that extend down the shaft past the next station. To avoid all confusion in the use of the three signal systems, a standard arrangement has been adopted in all mines for the location of the pull switches. Fig 2 illustrates the position of the pull switch at the various mine stations for the main signal systems, but it does not show the buzzer pull switch; this is fixed to the roof timbers about 25 ft. back from the shaft. If the skip pockets are a considerable distance below the station, a pull switch for each main shaft compartment is connected to the "AC" system and placed at this point. However, if the distance is short, a light cord is attached to the station pull switches and dropped down to the skip pocket.

Jan 1, 1923

By Charles Legrand

In many iron, coal and copper mines where large tonnages are known before starting operation and proper provisions can be made, the problems of electric traction by trolley locomotives are not very different from those of surface plants. In such installations the gauge of the track, the radius of curves, and the clearances, both vertical and horizontal, can be made to suit the conditions of the traffic. It is more difficult to install electric traction in mines which were started with hand tramming and where no consideration was given to the possibility of mechanical traction being used. The writer having had some experience in the installation of electric traction in copper mines, the following remarks apply more particularly to these mines. With the gauge of track usually 18 or 20 in., the weight limit of locomotives obtainable from manufacturers in this country varies from 3 to 6 tons. The full-load speed varies from 49 to 6 miles per hour. These locomotives, being made to run on very small radius curves, have a short wheel base and a long overhang from axle to coupling, which necessitates a coupling' with a good deal of lateral motion to avoid derailing the cars on sharp curves, especially if couplings are of the standard railroad automatic type. Although 3-ton locomotives will run on 12- or 16-lb. rails, it has been found more satisfactory to use 25-lb. rails, as the track keeps in much better shape, it is easier to maintain the bonding in good order, and fewer derailments from dirt on the track occur with the larger rails. Where 6-ton locomotives are used the 25-lb. rails are satisfactory, but 40-lb. rails have proved cheaper where the traffic is heavy and the ground is soft, as the track maintenance is considerably lower with the heavy rails. The locomotives will run on 15-ft. radius curves, but on through runs it is advisable not to go below 40-ft. radius. The voltage used should not exceed 250 to 275 volts, and the trolley wire should be protected, to prevent accidental contacts, in front of chutes and at all points where it is low. With the air lacking somewhat in oxygen and the heat and high humidity prevalent in many mines, this

Jan 1, 1915

By Harold C. Price

One year ago, that is in January, 1923, there had not been constructed a single oil-storage tank of 55,000-bbl. or more capacity with a completely electric welded roof and bottom. Today, there are at least fifty 80,000-bbl. storage tanks completed, or nearing completion, on which both the roofs and the bottoms are electric welded. It is the purpose of this paper to describe, in a general way, the construction of these welded roofs and bottoms, and to give their advantages over riveted construction. All of the following data and conclusions were obtained from observations made during the welding of tanks by the Welding Engineering Co. at Texas City, Tex., and Tonkawa and Burbank, Okla. As far as can be determined, the first electric welding on large tankage was completed in May, 1922. At that time the Empire Companies of Bartlesville, Okla., discovered a badly leaking bottom in a 55,000-bbl. tank at El Dorado, Kans. They had considered concreting this bottom, but because of the much smaller cost, decided to try electric welding; so a contract was given the Welding Engineering Co. of Bartlesville, Okla. In this instance, no new sheets were added, the bottom being repaired by electric welding of all seams and rivets, Fig. 1. In some places where the original rivets were missing, the holes were filled by welding; patch plates were also added at certain badly worn spots. This tank has since been used for over a year and a half, but no other

Jan 1, 1924

By F. G. Cottrell

About a year and a half ago, at the San Francisco meeting of the American Chemical Society, in connection with the excursions to local smelting-works, I had occasion to show some lantern-slides illustrating the recent commercial development of electrical methods for precipitating the suspended matter from smelter-smoke, the underlying phenomena of which were clearly brought to the attention of the technical public by Sir Oliver Lodge as long ago as 1884. In the .Journal of Industrial and Engineering Chemistry, August, 1911, most of these views were reproduced, together with an account of the work from its beginning up to July, 1911. To-day I wish particularly to show you some of the further developments of the work since that time; but in order to make these clear they will be prefaced by a brief abstract of the article above referred to. The removal of suspended particles, from gases, by the aid of electric discharges is by no means a new idea. As early as 1824 we find it suggested by Hohlfeld ' as a means of suppressing ordinary smoke, and again a quarter of a century later by Guitard.2 These suggestions, which do not seem to have stimulated any practical study of the question, were soon entirely forgotten, and only brought to light again by Sir Oliver Lodge: many years after he himself had independently rediscovered the same phenomena and brought them to public attention4 in a lecture before the Liverpool Section of the So-

Jan 1, 1913

By C. C. Griggs

From its inception, a limestone quarry or mine should be under the direction of a capable engineer. Before it becomes a reality, he should outlinc the future results, plan the most economical methods for moving the materials and the most efficient equipment, and pilot the undertaking along the narrow pathway of success, avoiding the pitfalls of uneconomical production and the precipitous walls of scanty profits. Inspection of successful limestone properties shows that all have had difficult engineering problems, the solution of which have required keen engineering ability. In approaching a subject of this nature, it is logical to follow the progress of the limestone operation from its inception to the end, as reflecting the engineering required. There are four major divisions: Investigation, equipment, development, and operation. Investigation On the reliability of the engineer's estimates and the soundness of his judgment depend the success or failure of the enterprise. When one visits a prosperous concern, realizes that the limestone is of a constant chemical composition, sees the mechanical devices installed, and watches the output leave the plant in trains of railroad cars or fleets of vessels, he may overlook the fact that in the remote past this great creation was born in some man's brain and evolved through competent engineering. Many factors must be considered before a promoter could procure the money necessary to launch such an enterprise, for a conservative banker will only recommend a successful producer while the promoter must provide funds on his own and his engineer's judgment. An engineering investigation must be made preliminary to expenditure for actual operation, which, for a limestone deposit, would' naturally embrace such subjects as : ' Readily available. 1. Tonnage available........ Possibly available. Chemical analysis.

Jan 1, 1925

By David White

Jan 1, 1925

By Henry Fay

The erosion of guns is a complex problem which can be solved only by a detailed study of all the factors involved. In the present paper it is proposed to submit the results of observations and experiments which have extended over several years. Certain facts have been established and preliminary reports have been published.' Conclusions have been reached since then which, it is believed, are worth presenting for the purpose of promoting discussion, and with the hope that ultimately the whole truth will be known. The particular phase of the problem which will be presented here is the hardening of the inner surface of the gun tube. It has been known for a long time that after firing a large caliber gun for some time, the surface of the metal becomes hard and brittle, cracks, and wears away.2 The character of this phenomenon may be learned by an examination of some results which are typical, obtained from a detailed study of a 12-in. gun. The gun was trepanned and rings representing various sections of the gun were cut out for examination. The first ring represented the metal at the muzzle end, and the other rings were removed at approximately 120, 240, 325 and 337 in., respectively, toward the breech end. The appearance of the surface of the metal in the different sections is shown in Fig. 1. The greatest amount of wear and maximum amount of hard surface layer was found in section marked E, which is nearest the powder chamber and at the beginning of the rifing; the maximum amount of cracking in D; the maximum amount of copper deposition in C. Section B showed heat cracks on both lands and grooves, and section A showed heat cracks on the driving edge of the lands only. There was much flow of metal in both sections E and D, and there was progressively less effect noticeable toward the muzzle end. The polished cross-section of these same pieces is shown in Fig. 2. The extent of the erosion is greatest nearest the powder chamber, and diminishes toward the muzzle end.

Jan 1, 1917

By Leon McCulloch

WIIen clean iron and metallic zinc dust, protected from the air, arc heated below the melting point of zinc, the iron takes on a coating that has excellent protective value. This coating is a brittle alloy of zinc and iron, and the process is called sherardizing. Although the zinc particlcs are covered with oxide and cannot touch the iron, an extremcly small amount of the zinc vaporizes and the vapor, reaching the iron, alloys with it. Other zinc then vaporizes to replace that which has been removed from the atmosphere. This process continues indefinitely at a decreasing rate, for the coating already formed permits zinc to diffuse through it to combine with the iron beneath. In this way, the coating grows outward from the surface of the iron, as the bark grows from a tree. The method of growth was clcarly seen while sherardizing small cubes of cast iron, at about 450" C., in a srnall glass-stoppcrcd bottle enclosed in a rotating drum. The dust contained about 3 per cent. iron, which prevented caking, and coatings % in. thick were grown in a few hours. After a heavy layer had been formed, the cubes mere again treated for a shorter time. The layer last formed was seen to lie next to the iron, instead of at the outer surface, showing that the growth was from the surface of the iron outward. The coatings split at the edges and corners, leaving the iron exposed there. Flakes of graphite from the iron were lifted upward and embedded in the coatings. The composition of sherardized coatings varies from the outer surface inward, as would be expected from the mode of growth. That is, the iron content increases slowly at first, then more rapidly as the iron is approached. At the surface the least amount of iron possible is 6 per cent., as the experiments described below have shown. A study was made of the effect of iron in zinc dust on the proccss and on the resulting coatings. Glass bulbs, holding the small pieces to be sherardized, together with enough zinc dust to make them two-thirds full, were heated in a small, rotating electrically heated and controlled furnacc. The bulbs had 6-in. (15 cm.) necks, of 96-in. (9.Fj mm.) tubing, plugged

Jan 1, 1923

By Leon McCulloch

WIIen clean iron and metallic zinc dust, protected from the air, arc heated below the melting point of zinc, the iron takes on a coating that has excellent protective value. This coating is a brittle alloy of zinc and iron, and the process is called sherardizing. Although the zinc particlcs are covered with oxide and cannot touch the iron, an extremcly small amount of the zinc vaporizes and the vapor, reaching the iron, alloys with it. Other zinc then vaporizes to replace that which has been removed from the atmosphere. This process continues indefinitely at a decreasing rate, for the coating already formed permits zinc to diffuse through it to combine with the iron beneath. In this way, the coating grows outward from the surface of the iron, as the bark grows from a tree. The method of growth was clcarly seen while sherardizing small cubes of cast iron, at about 450" C., in a srnall glass-stoppcrcd bottle enclosed in a rotating drum. The dust contained about 3 per cent. iron, which prevented caking, and coatings % in. thick were grown in a few hours. After a heavy layer had been formed, the cubes mere again treated for a shorter time. The layer last formed was seen to lie next to the iron, instead of at the outer surface, showing that the growth was from the surface of the iron outward. The coatings split at the edges and corners, leaving the iron exposed there. Flakes of graphite from the iron were lifted upward and embedded in the coatings. The composition of sherardized coatings varies from the outer surface inward, as would be expected from the mode of growth. That is, the iron content increases slowly at first, then more rapidly as the iron is approached. At the surface the least amount of iron possible is 6 per cent., as the experiments described below have shown. A study was made of the effect of iron in zinc dust on the proccss and on the resulting coatings. Glass bulbs, holding the small pieces to be sherardized, together with enough zinc dust to make them two-thirds full, were heated in a small, rotating electrically heated and controlled furnacc. The bulbs had 6-in. (15 cm.) necks, of 96-in. (9.Fj mm.) tubing, plugged

Jan 1, 1923

By Zay Jeffries

This paper will include a brief discussion of Prof. Howe's paper on The Supposed Reversal of Inheritance of Ferrite Grain Size from that of Austenite.l The general subject of grain refining in steel and iron will also be treated. The conclusions reached are stated in the following hypotheses which are discussed more in detail below. 1. The ferrite grain size in pure iron, the ferrite and pearlite grain size in hypoeutectoid steel, the pearlite grain size in eutectoid steel and the cementite and pearlite grain size of hypereutectoid steel are not inherited from the grain size of the mother austenite. 2. The only structural feature that is generally inherited from the austenite of hypo- and hypereutectoid steels on cooling through their transformation ranges is the position of the excess ferrite or cementite at the austenite grain boundaries, sometimes causing complete and sometimes incomplete networks which outline the old austenite grain boundaries. Rapid cooling through the transformation range will cause the non-inheritance of this structural (network) feature. 3. The austenite grain boundaries themselves are nearly always effaced in all steels and also in pure iron during the At transformations. 4. The grain-size refining of steel and iron is brought about by the combined effect of non-inheritance of the transformation products on either heating or cooling, i.e., the austenite transformation products do cst inherit their grain size from the austenite on cooling through the transformation range nor does austenite inherit its grain size from the products which form austenite on heating. 5. In general, in both iron and carbon steel the larger the austenite grain size, the larger will be the grain size of the transformation products on cooling. This, of course, assumes all other conditions constant except the austenite grain size. An exception is found to this general rule in very pure iron such as electrolytic iron. In this instance small austenite grains may form very large ferrite grains on cooling through Arg.

Jan 1, 1918

By S. W. Miller

During the examination of welds made in steel by the oxy-acetylene and electric-arc processes, the writer has met with some unusual structures, which he has not encountered elsewhere. They seem to be quite closely associated with the welding methods used, and characteristic of them, and would seem to be worth noting, especially as the references to them in the literature are few, and their explanation not clear or complete. An introductory word or two about fusion welding may not be out of place. The oxy-acetylene process is based on the great and very local heat generated by the burning of acetylene in the presence of commercially pure oxygen, the two gases being thoroughly mixed before combustion. The theoretical temperature is somewhat under 4000" C, but on account of various losses, the actual maximum temperature is probably about 3000" C.' The electric-arc process, using a metal electrode, which is also the filling rod, generates a still higher and more local temperature. The actual temperature of the positive crater of the carbon arc is given as 3500" C.2 NO figures have been found for the temperature of the arc using a metal electrode, but it would probably not be very different from that of the carbon arc, and probably higher than that of the bxy-acetylene flame. The greater localization of the electric arc is due to the fact that it is not surrounded by a large envelope flame, as well as to its higher temperature; while the oxy-acetylene white cone, or welding flame, in which the carbon of the acetylene is burned to CO, is surrounded and preceded by a long envelope flame, itself of quite high temperature, in which the CO is burned to GO2, and the hydrogen of the acetylene to H2O. This flame spreads around and over the pieces being welded, heating them to a further distance from the weld than does the electric arc.

Jan 1, 1918

By H. M. Howe

Page 1. Introduction............................514 2. Definitions.............................517 3. Brevity of the Heating........................517 I. THE HARDENING OF THE BORE..............517 4. The Hardening of the Bore.....................517 5. The Thickness of the Hardened Layer.................517 6. Martensitization..........................518 7. The Hardening Repetitive ......................519 8. The Temperature Cycle.......................519 9. The Hardened Layer is the Merged Layer............... 521 10. The Progressiveness of Merging....................521 11. The Progressive Thickening of the Hardened Layer from Round to Round. 523 12. Merging and Hardening are Cumulative................523 13. Three Additional Causes of the Progressive Thickening of the Hardened Layer 525 14. Progressive Roughening of the Bore..................525 15. Avoidance of an Endothermic Transformation.............525 16. Asymptotic Retardation of the Thickening of the Hardened Layer.....527 17. The Troostitic Layer........................ 529 18. The Usual Lack of Martensitic Markings................529 19. The Thickness of the Hardened Layer Should Increase with the Quantity of Heat Taken up by the Walls of the Bore.................530 20. The Decrease of the Thickness of the Hardened Layer from Breech to Muzsle 531 21. Phstic Deformation as a Contributory aCause of Hardening........531 22. In What Way May Plastic Deformation Hasten Hardening?....... 535 23. Possible Need of Coarsening.....................535 24. Carburization as a Cause of Hardening..........:.....536 25. Does Hardening Increase Erosion?..................-538 11. THE CRACKING OF THE BORE ...............539 26. Appearance of the Bore and Cracks in Elevation............539 27. The Cracks in Elevation in the Rear Ring...............539 28. The Cracks in Elevation in the Forward Ring.............540 29. The Copper Network in the Grooves.................540 30. The Cracking of the Lands......................541

Jan 1, 1918

By A. E. Bellis

The time effect in reheating certain steels below the critical range is very marked. The increased toughness, shock-resisting power, and machinability of steel subjected to a long, high drawing temperature has been thoroughly demonstrated and is of practical importance, particularly in the manufacture of L'smokeless" rifle-barrel steel. The time effect in tempering is most important when a maximum drawing effect is desired, in which case the highest physical properties as well as ease of machining are important considerations. These are the conditions in drilling a rifle barrel. A hole, 0.30 in. in diameter and 24 in. long for the Springfield rifle, and 30 in. long for the Russian military rifle, has to be drilled in the heat-treated material. This barrel-drilling operation is probably the most difficult one in rifle manufacture, and anyone who has been connected with rifle manufacture knows how seriously production is affected when "hard" or non-uniform steel for barrels is encountered. The importance of high physical properties (tensile strength, toughness and resilience) in a rifle barrel is obvious. The physical properties of two different lots of barrel steel are given below. The first lot, No. 1, gave serious trouble in the drilling operation; the second gave no trouble at all. No. 1 No. 2 Elastic limit, lb. per sq. in.................... 117,450 116,800 Tensile strength, Ib. per sq. in................. 132,500 131,750 Elongation, per cent........................ 16.0 20.0 Reduction of area, per cent................... 42.1 51.0 Impact strength, ft.-lb. per sq. in.............. 450.0 520.0 This difference in machining and physical properties was due entirely to the time of reheating. The first lot was given a reheating time of 30 min., the second lot remained at the reheating temperature 2 hr. Both

Jan 1, 1918

By J. E. Howard

On Aug. 25, 1911, a rail failed on the Lehigh Valley Railroad, causing a disastrous wreck. The surface of the fracture was in a plane at right angles to the length of the rail. There was a dark-colored, oval spot on this surface, located on the gage side of the head, representing the part of the rail which was the first to fracture. The nucleus of this spot showed that the fracture had an interior origin. Other fractures of this kind, the peripheries of which had not reached the surface of the rail, presented surfaces having a (silvery luster. The darkened surface of the present fracture was caused, doubtless, by the air having had access to it. This fracture was recognized as a fatigue fracture, of a modified type, its interior origin having been due to a component in the rail which is not usually present in cases of fatigue fractures. The metal next the running surface of the head of the rail was in a state of internal compression, this being the component not commonly met with in other cases, and which caused the fracture to have its interior origin. For the purpose of giving this modified type of fatigue fracture a specific name, for identification, the term "transverse fissure" was applied. No mystery was thought to attach to its formation, or to its development. The explanation of its occurrence seemed obvious in the light of common knowledge upon the behavior of steel under repeated alternate stresses.' By reason of the state of internal compression at the running surface, the maximum tensile stresses in the head, ander bending loads, were along an interior element. Here the tensile strains were higher than in the fibers more remote from the neutral axis. Under such conditions the fracture of the rail would be expected to have an interior origin. A discussion of the subject of transverse fissures essentially becomes a discussion of fatigue fractures, since they are believed to be identical. The descriptive term employed, merely for the identification of this type of fatigue fracture, had the appearance of creating alarm. Apprehensions arose that a new phenomenon in the physical properties of steel had presented itself, the explanation of which was sought in every

Jan 1, 1918

By E. W. Davis

On the eastern end of the Mesabi Range, in Northern Minnesota, is a large formation of siliceous rock which contains bands and fine grains of magnetite. The magnetite comprises about 35 per cent. of the rock, the remainder being chiefly quartzite and iron silicates. The rock has a specific gravity of 3.4, a hardness of 7, and is extremely tough. This large deposit was located early in the history of the Minnesota iron-ore industry but has not been utilized because of its low percentage of iron as compared with the other Mesabi ores, and because of the difficulty and expense of any milling treatment that would concentrate the iron. An investigation, begun about 3 years ago, shows that the magnetit,e is finely disseminated throughout the entire formation and that there are bands or lenses of higher- and of lower-grade material, in which the magnetite and silicate are intimately mixed. As a result, the scheme of milling adopted must include a fine-crushing plant. As it is necessary to crush to 200 mesh in order to produce the desired grade of product, the fine crushing is one of the largest items of expense and for this reason has been given detailed study. It is the purpose of this paper to present some of the results of the work on fine crushing, as to both theory and practice. Previous to fine crushing the part of the rock that contains little or no magnetite can be discarded by magnetic concentrators after each reduction in size in the dry-crushing plant. This-makes it possible to fine-crush a minimum of rock and also establishes the feed to the ball-mill as below % in. The fine-crushing problem, then, consists simply in crushing the rock from 1/4 in. to 200 mesh at the minimum expense. Equipment of the Testing Plant In order to determine, among other things, the operating conditions of the ball-mill when working on this rock, a test mill of about 300 T. daily capacity was erected at Duluth, Minn. The fine-crushing plant contains a Hardinge 8-ft. by 22-in. (2.4-m. by 55.8-cm.) conical mill, a 6- by 27-ft. (1.8 by 8.2-m.) Dorr duplex bowl-type classifier, a 41/2-ft. (1.37-m.) standard Akins classifier, and the auxiliary machinery necessary to handle the products. Each machine is driven by an individual motor, each of which is provided with meters for measuring the power required. Over 150 tests have been made in the ball-mill, varying in

Jan 1, 1920

By Heinrich Ries

With the rapid development of Canadian industries calling for the use of fire-brick for the lining of furnaces or cement-kilns, for constructing brick-kilns or coke-ovens, for lead-furnaces, etc., the question has often arisen whether the provirices within the Dominion have not the necessary raw materials for the manufacture of such refractory wares. As an indication for the need of such products in Canada, me find that the imports in 1910 amounted in value to $519,454. The materials came in part from Great Britain, and part from the United States. Those supplied by the latter country are obtained largely from Pennsylvania and Ohio, and when shipped to distant points, such as British Columbia, the item of transportation is a serious factor. Scotch fire-brick is used both in eastern and western Canada, but in the latter case the shipments are made by water route to Vancouver. During the past four years I have been investigating the clay-deposits of Canada, for the Canadian Geological Survey, and while all types of clay have been included in the study, special pains have been taken to ascertain the occurrence of refractory clays. As a result of this work we are able to report on the existence of beds of refractory clays at the followiug localities: Inverness and Shubenacadie, Nova Scotia; St. Remi, d'Amherst, Quebec; Dirt Hills and Cypress Hills, Saskatchewan; Sumas Mountain, near Clayburn, B. C., and Kyuquot, on northwestern Vancouver Island. A map of Canada, showing the fire-clay deposits, is given in Fig. 1. It is possible that other deposits may be discovered in the future in districts remotely located from the present lines of railroad.

Jan 1, 1914

By T. D. Yensen

In the investigation of the magnetic properties of iron-nickel alloys,' it was found necessary in order to make the alloys forgeable, or malleable, to add small quantities of some other element. Iron-nickel alloys have been known for nearly a century, but have been made in commercial quantities only since 1885. Their remarkable mechanical properties were disclosed by Riley in 1889 and from that time on a large amount, of research work has been done both to discover new properties and to correlate the results obtained.2 Lately the Bureau of Standards has collected the published data in a special circular" giving in compact form an account of the properties of the iron-nickel alloys. It also contains a clear historical sketch of the development as well as a selected bibliography. The chief difficulty with the development of iron-nickel alloys was that the "pure" alloys do not forge readily. The addition of small amounts of manganese, however, made the alloys forgeable, and manganese has therefore come to be regarded as a necessary constituent of nickel steels. The present paper shows to what extent manganese is needed for various nickel contents and also what is the effect of other alloying elements on the forgeability. It also touches upon the cause of forgeability but refers to other sources for more exhaustive treatises on the subject. The alloys were prepared by melting electrolytic iron and electrolytic nickel with or without other alloying elements in the desired proportions in a magnesia crucible in a vacuum furnace under a pressure of 1 mm. mercury. The ingots, weighing about 2 kg., were allowed to cool in vacuo. If pipes or blowholes were present, the ingots were cut in such

Jan 1, 1922

By T. D. Yensen

In the investigation of the magnetic properties of iron-nickel alloys,' it was found necessary in order to make the alloys forgeable, or malleable, to add small quantities of some other element. Iron-nickel alloys have been known for nearly a century, but have been made in commercial quantities only since 1885. Their remarkable mechanical properties were disclosed by Riley in 1889 and from that time on a large amount, of research work has been done both to discover new properties and to correlate the results obtained.2 Lately the Bureau of Standards has collected the published data in a special circular" giving in compact form an account of the properties of the iron-nickel alloys. It also contains a clear historical sketch of the development as well as a selected bibliography. The chief difficulty with the development of iron-nickel alloys was that the "pure" alloys do not forge readily. The addition of small amounts of manganese, however, made the alloys forgeable, and manganese has therefore come to be regarded as a necessary constituent of nickel steels. The present paper shows to what extent manganese is needed for various nickel contents and also what is the effect of other alloying elements on the forgeability. It also touches upon the cause of forgeability but refers to other sources for more exhaustive treatises on the subject. The alloys were prepared by melting electrolytic iron and electrolytic nickel with or without other alloying elements in the desired proportions in a magnesia crucible in a vacuum furnace under a pressure of 1 mm. mercury. The ingots, weighing about 2 kg., were allowed to cool in vacuo. If pipes or blowholes were present, the ingots were cut in such

Jan 1, 1922

By William B. Phillips

This paper was prepared at the request of Capt. A. F. Lucas, Chair man of the Institute's Committee on Petroleum and Gas; as a pre1iminary.discussion of the fuel oils which are used in the Southwest, giving their composition, uses, prices, etc. Should it afterward be found desirable, these observations may be extended over a larger area. In this connection, I suggest that samples of all kinds of fuel oils, including various tars, from all over the country, be collected and sent to some testing laboratory for examination. We would be glad to extend the facilities of the laboratory of the Bureau of Economic Geology and Technology, at the University of Texas, for this purpose, and to do the work free of all expenses. After such examinations are made and the results classified and studied, it would be possible to suggest specifications under which fuel oils should be purchased, and to arrive at some conclusions respecting the uniformity of such specifications, with due allowance for climatic and other more or less local conditions. While such specifications do not now depart from a common standard anything like as much as specifications for illuminating oils do, yet there are discrepancies which should not exist. Some of these discrepancies are of lessening importance, due to the pronounced tendency to distill every crude oil that can be distilled with profit, and to send residues into the market for fuel oil. Residues from the refineries are of a more uniform chemical composition and physical nature than many of the crude oils that go direct into the fuel market. The lower flash-point oils are disappearing from the fuel trade and in place of them we are getting oils that do not flash below 220" F., nor burn under 320" F. In the Southwest, it has not been long since we had fuel oils that flashed as low as 110" F., and the average flash point over a considerable period was 151" F. Now we are using oil that flashes at about 30" lower than the former burning point, which was 258" F. In other words, the flash point has risen, on the average, 100"; and the burning point about 75".

Jan 1, 1915

By Henry Wurtz

Jan 1, 1880