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By W. B. Daly, A. S. Richardson

The application of artificial refrigeration, or air-conditioning, to the ventilation of deep, hot mines has long been a subject of interest to the operators of such properties. Artificial cooling of the air in theaters, railroad coaches, and various industrial plants has been so successful within recent years that it has been natural to assume that the adoption of similar methods would afford a ready solution to the difficult problem of mine ventilation. It should however, be obvious, that although there may be nothing technically impossible in the application of this process to mine ventilation there is a great economic distinction between the maintenance of a high standard of comfort for a large number of people in a relatively small space such as a theater and the cooling of air to improve working conditions for miners scattered throughout the extensive workings of a large mine. Many methods of air-conditioning have been considered by the management of the Anaconda Copper Mining Co. at various times, but until the development of the process to be described in this paper none has seemed economically practicable. The Ventilating Problem at Butte The main obstacle to satisfactory ventilation in the Butte mines is the normally high temperature of the granite country rock. In the present operating zone, rock temperatures as high as 120' F. have been noted, and in some parts of the district the rate of increase of temperature with depth has ranged as high as 3.5" F. per 100 ft. Other factors, such as the decay of mine timber and the oxidation of sulfide minerals in the ore bodies, contribute to raise the temperature of the air in the working places but, particularly in the development of the mines to greater depth, the naturally high temperature of the rock is of predominant importance. In few other places, probably, are the ordinary ventilating measures more hindered than at Butte. At an operating depth now exceeding 3000 ft., all of the air required for ventilation must pass through timbered shafts which, because of heavy ground, are of small size and offer great resistance to the flow of air. Shaft compartments are rarely more than 4.5 X 5 ft., and the shaft area open to the flow of air usually does not exceed 65 sq. ft.; in only two shafts is the area as great as 85 sq. feet.

Jan 1, 1934

By Leonard Greenburg

The American literature in the field of dust sampling and analysis has been growing rapidly since 1915. Studies made since that time clearly indicate that there are three fundamental factors that determine the production of lung pathology due to dust inhalation. These are the duration of exposure, the chemical and mineralogic nature of the dust and the concentration of the potentially harmful dust. In the estimation of the amount of the potentially hazardous dust there are essentially three problems involved: (I) a determination of the size of the hazardous dust; (2) determination of the most satisfactory apparatus and technique of sampling, and (3) the most satisfactory method of analysis. A complete study of the literature shows that industrial dust varies ill size from ultramicroscopic particles to those larger than lop in diameter and that relatively few particles are found over 5u in diameter. Approximately 10 to 25 per cent are less than 0.811 in diameter and the median size as a rule is found to lie between 1.25 and 1.75 microns. From the point of view of lung pathology the particle sizes of most importance lie between 0.5 and 5u. Of all the instruments for sampling dust the Impinger apparatus is the only one that will sample a larger body of air satisfactorily with small control errors and high efficiency in both low and high concentrations of dust. The Owens apparatus has the advantage of being more portable and somewhat easier to use but it does riot permit of the sampling of large volumes of air. It has a low efficiency in high concentrations of dust and does not permit dust weights to be obtained. From the point of dust-counting technique the author points out that in 1922 considerable experimentation with dark field and oblique illumination resulted in the conclusion that such methods were not readily duplicated from day to day and therefore yielded somewhat erratic results. Changes in the amount of illumination produced variations of several hundred per cent in dust counts obtained with dark ground

Jan 1, 1934

By Leroy U. Gardner

The human respiratory tract is an apparatus for the interchange of gases between the air and the blood. An important part of it are mechanisms to prevent the apparatus from becoming clogged with dust particles that are inhaled with the air. These mechanisms are adequate to protect the organ against most dusts, but silica and at least one of the silicates, asbestos, are tissue poisons which initiate changes in the connective tissues of the lung, incompatible with function. Silica is concentrated by the phagocytes in contact with the connective tissues of the lymphatic drainage system. An overgrowth of connective tissue occurs which interferes with the function of this system. More dust that may be inhaled can no longer be effectively eliminated from the lung. It accumulates in the functioning part of the organ and excites the formation of characteristic fibrous nodules and bands. These changes seriously impair the respiratory function. The shadows of such changes cast upon an X-ray film of the lung are discussed. The reaction to silica in the lung produces a marked increased susceptibility to tuberculous infection. It can be reproduced and studied in the experimental animal and has been observed repeatedly in human beings. Asbestos dust also causes fibrosis in the lungs but the mechanism of its development is different. The fibrous dust settles along the irregular walls of the terminal bronchioles. In this location it excites the formation of cuffs of scar tissue. This contracts and shuts down the tubes, resulting in a collapse of the air spaces distal to the obstruction. Such a condition in itself is a cause of fibrosis. The two causes, immediate reaction to the dust and collapse of the finer air spaces, bring about a generalized diffuse fibrosis. This reaction is not so regularly associated with increased susceptibility to tuberculosis as with silicosis. The case against sericite as a cause of silicosis has not been proved. Experimentally, sericite-free quartz will produce nodular fibrosis. Silicon carbide and aluminum oxide are quite inert in the normal animals. The former apparently increases susceptibility to tuberculosis in animals but whether the same is true in human beings awaits demonstration.

Jan 1, 1934

By Henry Seltz, Cyril Wells, Hugh J. MacDonald

Several investigators have measured the heat capacity of cementite, using different methods of attack, but the agreement between the values obtained cannot be considered good. Naeserl has made measurements of "average heat capacities" of iron carbide between 1026" and 85" K., using a water calorimeter. His computed true specific heat at 78.1" K. is 11.22 cal. per gram-formula mass, which, if correct, is much too high for any reasonably accurate extrapolation to 0" K. The cementitc used by Naeser was obtained from a steel containing 0.9 per cent carbon, by electrolytically dissolving out the iron in a neutral bath of ferrous chloride. The cementite remained as a coarse, crystalline, gray powder. Andes2 has measured the specific heat of iron carbide, from 102" to 323" K., as it exists in steel. The specific heats of several slugs of steel of known iron carbide content were determined, and the specific heat of the iron carbide (Fe3C) calculated by plotting specific heat versus percentage of carbon, and extrapolating to pure Fe3C (6.7 per cent C). The heat-capacity values for temperatures below 100" K. were obtained by comparing the temperature-specific heat curve for Fe3C to that of Fe. Since the two were very similar in the range examined experimentally and approach more closely at low temperatures, it was assumed that near the absolute zero the form of the curve for Fe3C would be similar to that of Fe. Andes calculates for the entropy of Fe3 C,S298 = 23.55 e.u. The heat of formation of Fe3C has been studied by several workers. Kelley3 has reviewed these measurements and calculations, and selects those of Roth* and Naeser6 as worthy of most consideration. Roth has given AH = 5400 cal. + 30 per cent as a result of his own and other work. Naeser has determined the heat of formation from Fe and different forms of carbon, and for graphite (0) he finds AH = 5600 cal. Kelley accepts the rounded figure AH = 5500 as the heat of formation at 298.1" K., but this value is quite uncertain.

Jan 1, 1940

By Henry Seltz, Hugh J. MacDonald, Cyril Wells

Several investigators have measured the heat capacity of cementite, using different methods of attack, but the agreement between the values obtained cannot be considered good. Naeserl has made measurements of "average heat capacities" of iron carbide between 1026" and 85" K., using a water calorimeter. His computed true specific heat at 78.1" K. is 11.22 cal. per gram-formula mass, which, if correct, is much too high for any reasonably accurate extrapolation to 0" K. The cementitc used by Naeser was obtained from a steel containing 0.9 per cent carbon, by electrolytically dissolving out the iron in a neutral bath of ferrous chloride. The cementite remained as a coarse, crystalline, gray powder. Andes2 has measured the specific heat of iron carbide, from 102" to 323" K., as it exists in steel. The specific heats of several slugs of steel of known iron carbide content were determined, and the specific heat of the iron carbide (Fe3C) calculated by plotting specific heat versus percentage of carbon, and extrapolating to pure Fe3C (6.7 per cent C). The heat-capacity values for temperatures below 100" K. were obtained by comparing the temperature-specific heat curve for Fe3C to that of Fe. Since the two were very similar in the range examined experimentally and approach more closely at low temperatures, it was assumed that near the absolute zero the form of the curve for Fe3C would be similar to that of Fe. Andes calculates for the entropy of Fe3 C,S298 = 23.55 e.u. The heat of formation of Fe3C has been studied by several workers. Kelley3 has reviewed these measurements and calculations, and selects those of Roth* and Naeser6 as worthy of most consideration. Roth has given AH = 5400 cal. + 30 per cent as a result of his own and other work. Naeser has determined the heat of formation from Fe and different forms of carbon, and for graphite (0) he finds AH = 5600 cal. Kelley accepts the rounded figure AH = 5500 as the heat of formation at 298.1" K., but this value is quite uncertain.

Jan 1, 1940

By D. Van Winkle, C. Zener, H. Nielsen

THe internal friction of metals has been studied frequently at elevated temperatures.1-4 In most cases it rises rapidly with increasing temperature. The notable exceptions are ferromagnetic materials, and lead.2 This paper describes an investigation of the general features of the high-temperature internal friction of 70-30 alpha brass. Experimental Method The internal friction of a metal is a measure of the rate at which it dissipates energy of vibration. The measure adopted here, I/Q, is (I/2p) times the specific damping capacity, a measure commonly used by engineers. In the measurements of this investigation, the stress level was kept so low that the observations were independent of the stress, The general method of making such measurements, and of observing temperature of a specimen during a measurement, has been described.5.6 The driver and detector coils were wound with wire insulated with glass thread, in order to withstand the high temperatures used. In previous work electrical eddy currents in the specimen served as the coupling between the mechanical vibration of the specimen and the electrical circuits of the driver and detector. The high values of the internal friction in the present investigation rendered this coupling insufficient. In order to increase this coupling, pole pieces cut from ordinary telephone diaphragms were attached to the specimen. A mixture of French chalk and water glass proved a satisfactory cement. All measurements were made at the fundamental frequency for transverse vibration, which lay between 600 and goo cycles per second. Specimens The measurements described herein were made upon a single cylindrical rod of brass, kindly furnished by Dr. Cyril Stanley Smith, of the American Brass Co. This rod was the specimen E of the set of alpha-brass rods described in an earlier paper.6 Successively larger grain sizes were obtained by annealing at .successively higher temperatures. A slice was cut off one end after each set of measurements. Grain counts were made on each slice by W. E. Lindlief, of the American Brass Co. Nine fields were viewed on each piece, located as shown in Fig. I. Results are given in Table I. The grain size is defined in the usual way; namely, Grain size = I/n1/2 where n is the mean number of grains per square millimeter. Experimental Results This paper is concerned exclusively with the part of the internal friction that be. comes dominant at high temperatures. It is thus desirable to separate this part of the internal friction from the part that is

Jan 1, 1942

By C. Zener, H. Nielsen, D. Van Winkle

THe internal friction of metals has been studied frequently at elevated temperatures.1-4 In most cases it rises rapidly with increasing temperature. The notable exceptions are ferromagnetic materials, and lead.2 This paper describes an investigation of the general features of the high-temperature internal friction of 70-30 alpha brass. Experimental Method The internal friction of a metal is a measure of the rate at which it dissipates energy of vibration. The measure adopted here, I/Q, is (I/2p) times the specific damping capacity, a measure commonly used by engineers. In the measurements of this investigation, the stress level was kept so low that the observations were independent of the stress, The general method of making such measurements, and of observing temperature of a specimen during a measurement, has been described.5.6 The driver and detector coils were wound with wire insulated with glass thread, in order to withstand the high temperatures used. In previous work electrical eddy currents in the specimen served as the coupling between the mechanical vibration of the specimen and the electrical circuits of the driver and detector. The high values of the internal friction in the present investigation rendered this coupling insufficient. In order to increase this coupling, pole pieces cut from ordinary telephone diaphragms were attached to the specimen. A mixture of French chalk and water glass proved a satisfactory cement. All measurements were made at the fundamental frequency for transverse vibration, which lay between 600 and goo cycles per second. Specimens The measurements described herein were made upon a single cylindrical rod of brass, kindly furnished by Dr. Cyril Stanley Smith, of the American Brass Co. This rod was the specimen E of the set of alpha-brass rods described in an earlier paper.6 Successively larger grain sizes were obtained by annealing at .successively higher temperatures. A slice was cut off one end after each set of measurements. Grain counts were made on each slice by W. E. Lindlief, of the American Brass Co. Nine fields were viewed on each piece, located as shown in Fig. I. Results are given in Table I. The grain size is defined in the usual way; namely, Grain size = I/n1/2 where n is the mean number of grains per square millimeter. Experimental Results This paper is concerned exclusively with the part of the internal friction that be. comes dominant at high temperatures. It is thus desirable to separate this part of the internal friction from the part that is

Jan 1, 1942

By C. F. Park

Hog Mountain is in the north central part of Tallapoosa County, Alabama, about 13 miles northeast from Alexander City. The Hog Mountain Mining and Milling Co. controls 1658 acres of land and is the only company operating in the district. The principal mine workings are in sections 10 and 15, T.24N., R.22E. The region has been visited by geologists many times, has been briefly described in several papers,' and mentioned in many others. No detailed map of the mine or vicinity has been published. The field work for this report was started in March, 1934, as part of the Public Works reemployment program. About a month and a half was spent mapping both the surface and underground geology. The mine owners and operators have cooperated in every way possible to facilitate the work. N. 0. Johnson, the mine engineer, E. W. Ellsworth, J. E. McCoy and J. G. Englebert have acted as assistants for part of the work. The University of Alabama and the State Geologist's office have aided materially by permitting free use of their libraries and laboratory equipment. Geography Hog Mountain forms a conspicuous ridge that rises to a height of a little more than 1000 ft. above sea level, and about 400 to 500 ft. above the adjacent country. The ridge is composed of granitoid intrusive rock and silicified schist that are more resistant to erosion than the surrounding softer schist. The topography of the area around the ridge is gently rolling and is typical of the subdued forms of the deeply eroded Southern

Jan 1, 1935

By C. F. Park

Hog Mountain is in the north central part of Tallapoosa County, Alabama, about 13 miles northeast from Alexander City. The Hog Mountain Mining and Milling Co. controls 1658 acres of land and is the only company operating in the district. The principal mine workings are in sections 10 and 15, T.24N., R.22E. The region has been visited by geologists many times, has been briefly described in several papers,' and mentioned in many others. No detailed map of the mine or vicinity has been published. The field work for this report was started in March, 1934, as part of the Public Works reemployment program. About a month and a half was spent mapping both the surface and underground geology. The mine owners and operators have cooperated in every way possible to facilitate the work. N. 0. Johnson, the mine engineer, E. W. Ellsworth, J. E. McCoy and J. G. Englebert have acted as assistants for part of the work. The University of Alabama and the State Geologist's office have aided materially by permitting free use of their libraries and laboratory equipment. Geography Hog Mountain forms a conspicuous ridge that rises to a height of a little more than 1000 ft. above sea level, and about 400 to 500 ft. above the adjacent country. The ridge is composed of granitoid intrusive rock and silicified schist that are more resistant to erosion than the surrounding softer schist. The topography of the area around the ridge is gently rolling and is typical of the subdued forms of the deeply eroded Southern

Jan 1, 1935

Hog Mountain is in the north central part of Tallapoosa County, Alabama, about 13 miles northeast from Alexander City. The Hog Mountain Mining and Milling Co. controls 1658 acres of land and is the only company operating in the district. The principal mine workings are in sections 10 and 15, T.24N., R.22E. The region has been visited by geologists many times, has been briefly described in several papers,' and mentioned in many others. No detailed map of the mine or vicinity has been published. The field work for this report was started in March, 1934, as part of the Public Works reemployment program. About a month and a half was spent mapping both the surface and underground geology. The mine owners and operators have cooperated in every way possible to facilitate the work. N. 0. Johnson, the mine engineer, E. W. Ellsworth, J. E. McCoy and J. G. Englebert have acted as assistants for part of the work. The University of Alabama and the State Geologist's office have aided materially by permitting free use of their libraries and laboratory equipment. Geography Hog Mountain forms a conspicuous ridge that rises to a height of a little more than 1000 ft. above sea level, and about 400 to 500 ft. above the adjacent country. The ridge is composed of granitoid intrusive rock and silicified schist that are more resistant to erosion than the surrounding softer schist. The topography of the area around the ridge is gently rolling and is typical of the subdued forms of the deeply eroded Southern

Jan 1, 1935

By C. F. Park

Hog Mountain is in the north central part of Tallapoosa County, Alabama, about 13 miles northeast from Alexander City. The Hog Mountain Mining and Milling Co. controls 1658 acres of land and is the only company operating in the district. The principal mine workings are in sections 10 and 15, T.24N., R.22E. The region has been visited by geologists many times, has been briefly described in several papers,' and mentioned in many others. No detailed map of the mine or vicinity has been published. The field work for this report was started in March, 1934, as part of the Public Works reemployment program. About a month and a half was spent mapping both the surface and underground geology. The mine owners and operators have cooperated in every way possible to facilitate the work. N. 0. Johnson, the mine engineer, E. W. Ellsworth, J. E. McCoy and J. G. Englebert have acted as assistants for part of the work. The University of Alabama and the State Geologist's office have aided materially by permitting free use of their libraries and laboratory equipment. Geography Hog Mountain forms a conspicuous ridge that rises to a height of a little more than 1000 ft. above sea level, and about 400 to 500 ft. above the adjacent country. The ridge is composed of granitoid intrusive rock and silicified schist that are more resistant to erosion than the surrounding softer schist. The topography of the area around the ridge is gently rolling and is typical of the subdued forms of the deeply eroded Southern

Jan 1, 1935

By Oscar E. Harder, H. A. Grove

It is now just a quarter of a century since Fred W. Taylor§(23) pub-lished his classical paper On the Art of Cutting Metals, describing his researches in which he, in cooperation with Maunsel White, had developed what is essentially the modern method of heat-treatring high-speed steels. Regarding this research, Dr. Sauveur,(22) in his address on Steel Wizards, Past and Present, at the annual banquet of the American Society for Steel Treating in Philadelphia in 1920 said, "The discovery of high-speed steel, or if you prefer, of the treatment imparting high-speed properties to certain steels by Taylor and Maunsel White I am inclined to consider as our one epoch-making contribution to the metallurgy of steel." It was at about that same time (1900) that Taylor exhibited high-speed steels, heat-treated by the improved process, at the World's Exposition in Paris and attracted much attention by showing that the steels would operate at such feeds and speeds that the tips of the tools were visibly red hot. This observation must have started metallurgists to wondering regarding the relative hardness of the various steels at red-heat temperatures. Considerable work has indeed been done in an effort to measure the hardness of high-speed steels and related materials in the red-heat range, using various methods. The result's, however, have been only partly satisfactory, owing to experimental difficulties. The present investigation had as it's immediate inception an address by J. V. Emmons, of the Cleveland Twist Drill Co., to the Columbus Chapter of the American Society for Steel Treating in 1931, in which he deplored the fact that comparatively little was known with regard to the hardness of high-speed steels at elevated temperatures, in spite

Jan 1, 1933

By Robert C. Berggan

The hot-milling process for reconditioning rock-drill bits is not new. It has been employed by a few mines for years and in the past decade it has been widely adopted, as its advantages have become better known. Because of the extensive commercial development in England and Canada of machines to operate on this principle, general acceptance has been largely in the British possessions and until recently has been chiefly in the field of conventional steel. In the past two years there has been a definite trend toward hot-milling of detachable bits in Canada, but only in the past year has any considerable attempt been made to build special machines for this type of work. Generally a machine designed for conventional steel has been used and special holders employed to manipulate the bit. As early as 1934 at least one operator in the United States had adapted hot-milling to conventional steel with a substantial saving in resharpening costs.1 Several other operators have taken it up but there has been no widespread adoption of the method in this country by users of conventional steel. This may be partly explained by the fact that until recently no American manufacturer produced this equipment and operators have been obliged to build their own hot-millers or import them. Several years ago a few machines were built in Seattle, Washington, and operated in some mines in the northwest, but, for reasons not generally known, the effort was abandoned. The Process Hot-milling performs the function of re-dressing the bit at a forging temperature of about 1650°F., by the removal of metal from the flutes with a milling cutter, followed by a similar cut from the bit gauge. Conventional bits are thus treated following the usual forging operation in a sharpener, and usually in the same heat.

Jan 1, 1940

By Robert C. Berggan

The hot-milling process for reconditioning rock-drill bits is not new. It has been employed by a few mines for years and in the past decade it has been widely adopted, as its advantages have become better known. Because of the extensive commercial development in England and Canada of machines to operate on this principle, general acceptance has been largely in the British possessions and until recently has been chiefly in the field of conventional steel. In the past two years there has been a definite trend toward hot-milling of detachable bits in Canada, but only in the past year has any considerable attempt been made to build special machines for this type of work. Generally a machine designed for conventional steel has been used and special holders employed to manipulate the bit. As early as 1934 at least one operator in the United States had adapted hot-milling to conventional steel with a substantial saving in resharpening costs.1 Several other operators have taken it up but there has been no widespread adoption of the method in this country by users of conventional steel. This may be partly explained by the fact that until recently no American manufacturer produced this equipment and operators have been obliged to build their own hot-millers or import them. Several years ago a few machines were built in Seattle, Washington, and operated in some mines in the northwest, but, for reasons not generally known, the effort was abandoned. The Process Hot-milling performs the function of re-dressing the bit at a forging temperature of about 1650°F., by the removal of metal from the flutes with a milling cutter, followed by a similar cut from the bit gauge. Conventional bits are thus treated following the usual forging operation in a sharpener, and usually in the same heat.

Jan 1, 1940

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By R. A. Hancock, L. C. Uren, G. V. Feskov, P. P. Gregory

The resistance to flow of mixtures of gas and oil in passing up through the flow tubing of oil wells operated by gas-lift or by natural flow is a factor in oil-recovery technic that has received but little attention. Yet accurate design of a tubing installation for a particular set of conditions, where operation is by either of these methods, is impossible without quantitative data on the pressure loss suffered by the oil-gas mixture in its passage through the well tubing to the surface. Because of lack of such information, petroleum production technologists have been compelled to approach this problem by " cut-and-try" methods, which, doubtless in many cases, has resulted in the installation and use of tubing too large or too small for most efficient utilization of the expansive force of the gas used in lifting the oil. Impressed with the necessity for information of this character, the authors have conducted a series of tests with large-scale apparatus in the petroleum engineering laboratories of the University of California, designed to be productive of data that would afford a means of attacking the problem of flow-tubing design on a more scientific basis. Mechanics of Expulsion of Gas-oil Mixtures in Naturally Flowing and Gas-lift Wells When oil is lifted from a well by the expansive force of compressed natural gas or air, the fluids enter the lower end of the eduction tube under elevated pressure, with the gas partly in solution, but largely distributed in the form of occluded bubbles within the oil mass. As discharged from deep wells, after reaching the surface, there will normally be at least 60 times as much gas, by volume, as of oil; and in many cases the ratio of gas volume to that of the oil will have a value as great as 1000 or more. On entering the lower end of the eduction tube, however, a relatively smaller volume of gas will be found in the oil-gas mixture, on account of compression of the gas in accordance with the elevated pressure necessary. If the pressure at the point of admission to the

Jan 1, 1930

By S. F. Shaw

The principles involved in lifting oil in wells flowing naturally are identical with those underlying the flowing of wells by means of the air-gas lift, and information of a dependable nature obtained in the study of the air-lift can be applied to wells with natural flow. A well flowing naturally is one in which the lifting is done by means of the gas-lift, for which the gas is supplied entirely by the formation from which the oil is derived. In air-gas lift operations, there is insufficient gas supplied by the formation to lift the oil to the surface in an efficient manner, therefore additional gas for this purpose must be furnished from an outside source. There may, at times, be conditions obtaining in natural flowing wells different from those in wells flowed by gas-lift, but these differences do not at all conflict with the main principles of gas-lift work. One such condition is met with in wells in which the gas supplied by the formation is in considerable excess of that required to lift the oil to surface; this excess may be so great as to reduce the quantity of oil that can be lifted through the particular diameter of casing or tubing that has been lowered into the well. This same condition can be brought about, however, by supplying a large excess of gas from an outside source to an artificial gas-lift well, and a study of the effects obtained from injecting a large excess into the well can be applied directly to handling wells flowing naturally which have a large excess of gas supplied by the underground reservoir. Conditions for Lifting Oil The main factors to be considered in flowing wells are as follows: 1. Submergence, or pressure at the bottom of the tubing or casing. 2. Lift; the height to which the liquid must be raised. 3. Diameter of the flow tubing or casing. 4. Quantity of liquid to be lifted. 5. Pressure at the discharge end of the flow tubing, or back-pressure, as it is sometimes called.

Jan 1, 1930

By C. A. Zapffe, C.E. Sims

Many hundreds of publications have appeared during the past 78 years that treat the subject of hydrogen in iron and steel.l05 but conclusions regarding the functions of hydrogen in causing some important defects in steel are still unsatisfactory to many; and other hydrogen-caused phenomena yet remain to be identified with this gas. The most widely discussed of these defects is hydrogen embrittlement, but the conception, perhaps the popular one, that embrittlelnent is due to hydride formation aoes not conform to the known facts.l04 The true identity of hydrogen embrittlement seems instead to lie in a mosaic nature of metal crystals, which is a concept not Yet accepted by most metallurgists. A study of hydrogen embrittlement therefore provides new viewpoints in regard to the crystalline substructure of steel.

Jan 1, 1941

By C. E. Sims, C. A. Zapffe

Many hundreds of publications have appeared during the past 78 years that treat the subject of hydrogen in iron and steel.l05 but conclusions regarding the functions of hydrogen in causing some important defects in steel are still unsatisfactory to many; and other hydrogen-caused phenomena yet remain to be identified with this gas. The most widely discussed of these defects is hydrogen embrittlement, but the conception, perhaps the popular one, that embrittlelnent is due to hydride formation aoes not conform to the known facts.l04 The true identity of hydrogen embrittlement seems instead to lie in a mosaic nature of metal crystals, which is a concept not Yet accepted by most metallurgists. A study of hydrogen embrittlement therefore provides new viewpoints in regard to the crystalline substructure of steel.

Jan 1, 1941