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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 Max Mason

IN 1923 a Western mining company was experimenting with the device of an inventor designed to locate buried ores by radio. Because the progress was slow and the results were confusing, the company began to doubt the usefulness of the method and invited me to review the whole question of the application of physics to ore detection. I was fortunate in securing the cooperation of several physicists who had worked with me during the war on the problem of submarine detection. This group has been increased and has been studying the problem of physical exploration for ores since that time. It was evident that the problem is a big one, with many angles of approach. Its general features may be set down, in rough outline, as follows: The soils, rocks and ores hidden beneath the surface differ, one from another in many respects. These differences may be made to furnish a clew for the physicists working from the surface. To bring these differences into action the physicist creates some kind of an effect, which penetrates into the ground and is distorted and, reflected when it meets boundaries between different sorts of underground structure. In other words, he sends a message down, and the rocks and ore send back signals in, reply. In picturing this process, we should not regard the ground as dense and impenetrable. The kind of messages used pass through the earth about as readily as a sound wave travels the air. If, then, the fundamental procedure is to shout down questions in the hope that an orebody will hear and answer back to us, it is clear that a large part of the expert's study must relate to the kind of questions best suited to the temperament and intelligence of orebodies. It will be easier for the ore to, reply to some of our questions than to others, and it is for us to find the right questions. In certain cases, we are-spared the necessity of using a messenger, because nature has already provided one. For example, we already have a terrestrial magnetic field which auto-matically and continually conveys messages from underneath. We also have available the earth's gravitational field which furnishes us

Jan 1, 1927

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 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 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 J. H. Nead, J. W. Halley

The new low-alloy high-strength steels are obviously here to stay. With 75 per cent higher yield strength and 50 per cent higher tensile strength than plain carbon structural steel, they permit 20 to 40 per cent weight savings and 10 per cent or more increase in pay load in the construction of railroad cars, buses, trucks, and a great variety of material-handling equipment. Their cost is low enough so that the extra cost of the new lighter construction over that with carbon steel offers an attractive self-liquidating investment; in some instances new construction with these low-alloy steels may even be as cheap as with plain carbon steel. A considerable and rapidly growing demand for the low-alloy steels has already sprung up. The many steel compositions that have appeared on the market lately18, 27, 28, 29, 30 to meet this demand would seem to indicate that no single composition is uniquely fitted for the purpose. However, no doubt some compositions are more suitable than others. The purpose of this study was, therefore, to compare the effects of the various alloying elements that might be used in the low-alloy steels in order to choose the metallurgically most logical composition, paying due regard, of course, to the economic aspects involved. Properties Desired in Low-alloy Steel A distinction between the new low-alloy steels and the common alloy steels is that the latter are generally used in the heat-treated (that is, quenched and tempered) conditions, whereas the new low-alloy steels are not only not heat-treated but are not susceptible to heat-treatment in the ordinary sense of the term. In this lies one of their chief advantages. Their properties can be obtained in the as-rolled, air-cooled, or annealed condition, just as with mild plain carbon structural steel. There is no need for heat-treating. Such steels can be readily formed hot or cold, and their properties are not appreciably changed by hot

Jan 1, 1936

By J. H. Nead, J. W. Halley

The new low-alloy high-strength steels are obviously here to stay. With 75 per cent higher yield strength and 50 per cent higher tensile strength than plain carbon structural steel, they permit 20 to 40 per cent weight savings and 10 per cent or more increase in pay load in the construction of railroad cars, buses, trucks, and a great variety of material-handling equipment. Their cost is low enough so that the extra cost of the new lighter construction over that with carbon steel offers an attractive self-liquidating investment; in some instances new construction with these low-alloy steels may even be as cheap as with plain carbon steel. A considerable and rapidly growing demand for the low-alloy steels has already sprung up. The many steel compositions that have appeared on the market lately18, 27, 28, 29, 30 to meet this demand would seem to indicate that no single composition is uniquely fitted for the purpose. However, no doubt some compositions are more suitable than others. The purpose of this study was, therefore, to compare the effects of the various alloying elements that might be used in the low-alloy steels in order to choose the metallurgically most logical composition, paying due regard, of course, to the economic aspects involved. Properties Desired in Low-alloy Steel A distinction between the new low-alloy steels and the common alloy steels is that the latter are generally used in the heat-treated (that is, quenched and tempered) conditions, whereas the new low-alloy steels are not only not heat-treated but are not susceptible to heat-treatment in the ordinary sense of the term. In this lies one of their chief advantages. Their properties can be obtained in the as-rolled, air-cooled, or annealed condition, just as with mild plain carbon structural steel. There is no need for heat-treating. Such steels can be readily formed hot or cold, and their properties are not appreciably changed by hot

Jan 1, 1936

By G. A. Colligan, G. L. F. Powell

A new experimental technique has been developed to study nucleation behavior in eutectic alloys. It is somewhat similar to that applied by Sundquist and Mondolfo1 but with the advantages that: 1) bulk samples are undercooled instead of small droplets thus allowing the thermal behavior to be monitored by a thermocouple immersed in the sample, and 2) nucleation behavior is investigated in the same sample on either side of the eutectic composition by adding additional component to the sample under controlled conditions which preclude the addition of nu-cleation contaminants. Sundquist and Mondolfo carried out ]nucleation ex-periments on a large number of eutectic alloy sys-tems and concluded that nonreciprocal nucleation operated. If one phase a was a good nucleant for the other phase 0, then B was a poor nucleant for a. This was determined experinlentally by comparing the nucleation temperatures of 100 to 300 u diameter droplets of hypereutectic and hypoeutectic composition cooled from above the liquidus and from a temperature between the liquidus and the eutectic temperature. Primary phase a was concluded to be an efficient nucleant for the other phase B, if the following experimental result was obtained. Referring to Fig. 1, the temperature TI at which a drop of hypereutectic alloy of composition B froze when cooled from above the B liquidus was noted. This was the nucleation temperature for B in the absence of a. A drop of hypoeutectic alloy of composition A was then frozen from temperature T2 between the a liquidus and the eutectic temperature. The temperature T3 at which the eutectic nucleated in the presence of the primary or proeutec-tic a was noted. If this temperature T3 was higher than the temperature TI at which the B nucleated in a hypereutectic alloy, it was concluded that the primary a had nucleated the 6. This temperature T3, representing a certain undercooling below the equilibrium eutectic temperature Te , was designated ?TB by a> the undercooling below T, for nucleation of 13 by a. If there was no substantial difference in nucleation temperature between the hypereutectic drop cooled from above the /3 liquidus and the hypo-eutectic drop cooled from a temperature between the a liquidus and the eutectic temperature, it was considered that the a nucleated B at an undercooling equal to or greater than that at which P nucleated from a hypereutectic alloy. Sundquist and Mondolfo1 found that faceted primary crystals were good nucle-ants for metals that grow as orthogonal dendrites when present as the primary phase. Jackson2 has questioned Sundquist and Mondolfo's technique and proposed that in Sundquist and Mon-dolfo's samples, such as composition A, primary a retained B in reentrant grooves at their surfaces when heated to a temperature above the eutectic but below the a liquidus. This objection was suggested by experiments with organic eutectics where reten-

Jan 1, 1970

By Paul Foote

The temperature of a material may be ascertained by measurement of the intensity of the radiant energy it emits. This measurement may refer to the radiation of all wave lengths emitted by the material, or, if the material is glowing, the measurement may refer to the visible light emitted, or to the radiation in n very restricted portion of the visible spectrum. In general, the intensity of radiation depends not alone upon the temperature of the source, but, also upon its nature. Thus, glowing carbon appears to the eye about three times as bright as glowing platinum, at the same temperature. This is technically expressed by saying that the emissive power or emissivity of carbon is about three times that of platinum. A material having the highest theoretically possible emissivity is known as a "black body;" it is customary to assign a numerical value of 1 to the emissivity of a black body. A black body is experimentally realized by uniformly heating a hollow enclosure and observing the radiation coming from a small opening in the wall. The intensity of radiation emitted from this opening depends only on the temperature of the walls, and not on the material of which they are constructed. If E is the emissivity of any non-transparent material and R is its reflection coefficient, it can be shown that E + R, = 1. If a material having an emissivity of, say, 0.40, and hence a reflection coefficient of 0.60, is placed inside a black body it becomes indistinguishable from its Surroundings, because the total intensity of radiation leaving the material is the same as that emitted by the black body. While the material actually emits only 40 per cent of the intensity of a black body at the same temperature, 60 per cent. of the radiation falling upon it from the walls of the enclosure is reflected. However, if the material is removed from the black body and placed in the open air, the reflected intensity is no longer present and the object appears but 40 per cent. as bright as a black body at the same temperature.

Jan 8, 1919

By J. M. Silliman

ISOMETRICAL drawing and clinographic projection are generally preferred to perspective drawings for representation of small objects or complicated mechanisms, as they present to the eye a sufficiently accurate picture of the object, while they possess great advantages over perspective in the simplicity and rapidity of execution, and the facility they give for taking measurements directly from the drawings.

Jan 1, 1882

By Paul A. Bailly

Around 4500 B.C., the Pharaoh of Egypt ordered a military campaign to the Sinai Peninsula and the shores of the Red Sea, to search for copper deposits which Egypt needed for jewelry, vases and weapons.5 To my knowledge, this is the first recorded expedition aimed at the discovery of minerals. The diligent Egyptian soldier-prospectors made discoveries through visual detection and manual effort, the approach which has given us the bulk of our mines to date. In the Rio Tinto District of Spain where Roman miners followed the Phoenician traders, we find the first evidence of discovery of hidden ore bodies in the absence of mineralized outcrops. This is how Joralemon 13 describes these Roman discoveries to the southwest of the Rio Tinto hills, under the flat plain of Seville:

Jan 6, 1979

By Foster Bain

THE outstanding characteristic of the last hundred years has been the world-wide rise in the standard of living. Man's dominion over nature is increasing with an accelerating pace and more and more the forces and materials of this world are being made to serve man's necessities and his convenience. We demand both quantities and varieties of goods that were beyond the dreams, to say nothing of the reach, of our fore-fathers, and our possession of them has become so much a matter of course that they excite no remark. Literally, thousands of young folks have required an explanation of a recent popular song, "Thanks for the Buggy Ride," for the reason that their own experience does not extend back into the pre-flivver age. This transition from the use of vehicles made mainly of wood and drawn by animal power, to metal made cars propelled by mineral fuels is all but complete and the memory even of older conditions is already fading. This is symbolic of what is happening all around us. In a recent book, Dr. Frank J. Goodenough, president of Johns Hopkins University, referred to Chinese civilization as a ?vegetable" civilization meaning thereby that the Chinese depend mainly upon the plant world for food, clothing and other necessities and luxuries. Our own people did the same hardly more than a hundred years ago. In 1820, this country produced and used only 5 lb. of pig iron per capita, but a quick and enormous change was wrought in the hundred, years that followed, and in 1920 the amount was 119 times as much, or 597 lb. It has since increased even beyond this and touched a peak of 809 lb. in 1923. In that year our output was more than twice that of 1903 and nine times that of 1883. This increase in production

Jan 10, 1926

By James Boyd

It is obvious that mining has been influenced to a high degree by political and economic events, many of which are of such a nature that the mining industry has relatively little influence in shaping them. I cannot present too optimistic a picture for the immediate future, although I feel that from the long-range standpoint one need not be pessimistic about the future of the mining industry. The population of the United States is continuing to increase and with it has come an expanded consumption of metals on a per capita basis. With this expansion there has and will continue to come the demand for more goods and in- creased products from our mines and our fabricating plants. World War

Jan 5, 1950

Tile National Research Council announces further appointments to National Research Fellowships in physics and chemistry. The object of the National Research Council in maintaining a system of research fellowships is to promote fundamental research in physics and chemistry primarily in educational institutions in the United States. Fellowships are awarded to persons who have demonstrated a high order of ability in research for the purpose of enabling them to conduct investigations at educational institutions which make adequate provisions for research: in physics and chemistry. The new appointments are as follows: In Chemistry.-Warren C. Vosburgh, of New York City, B. S. Union College, 1914, A. M. Union College, 1916, Ph. D. Columbia University, 1919. Research assistant to the Professor of Chemistry at Columbia University for the past six months. George Scatchard, of New York City, A. B. Amherst College, 1913, Ph. D. Colt tibia University, 1917. Formerly research assistant to the Professor of Chemistry at Columbia University and instructor in organic chemistry: First Lieutenant. Sanitary Corns. U. S. A.

Jan 7, 1919

By Mark J. Klein, Robert A. Haggins

The pesence of a small amount of oxygen was found to cause significant grain growth restraint in 99.99 pct Ag. This behavior does not seem to be due to the presence of an oxide dispersion, but instead, to be related to the existence of minute amounts of oxygen m solid solution. In the amounts necessary to cause the observed effects it was found that oxygen migrates with extreme rapidity, probably along extended structural imperfections, such as dislocations and grain boundaries. A number of years ago, hastton' observed that the presence of small amounts of oxygen caused a retardation of grain growth in silver. He attributed this behavior to the formation of a fine dispersion of oxide particles by the internal oxidation of trace impurities. More recently, wood2 also found that oxygen caused grain growth restraint in copper. Experiments using both copper and a dilute solution of aluminum in copper led to the conclusion that the effects observed in copper were due to oxygen in solid solution, rather than an oxide dispersion. During the course of a study of the influence of several solutes on the recrystallization of Silver, the presence of minute amounts of oxygen was found to exert a very significant influence on grain growth. The experiments reported here were undertaken to determine whether the grain growth restraint observed in silver due to the presence of oxygen is related to oxygen in solution or to an oxide dispersion. Because of the difficulty in measurement and control of the very small oxygen concentrations causing the observed effects no attempt was made to treat the data in a quantitative manner. EXPERIMENTAL PROCEDURE AND RESULTS Silver of 99.99 pct purity was melted and cast into slabs in a vacuum of better than 0.1 p. These slabs were reduced 50 pct by cold rolling to a thickness of approximately 2.5 mm. Samples cut from this material were annealed in vacuum for a series of different times at 803°C. Another group of samples was similarly annealed in air. This temperature is well above the recrystallization range for silver of this purity (150" to 200°C). The mean grain diameter of these samples was measured, both in the center and near the edge, using the line-intel-cept method, and is shown as a function of annealing time in Fig. 1. The grain size in the centers of the samples annealed in air was found to be larger than that of the surface regions, while the grain growth behavior of the edge and center regions annealed in a vacuum was approximately the same. he edge measurements were taken at a distance of 0.2 mm from the surface.) A few samples were annealed in nitrogen. Their behavior was identical to that of the vacuum-annealed samples. Samples annealed in oxygen had approximately the same grain growth behavior as those annealed in air, leading to the conclusion that this behaviouer is due to oxygen. The microstructure of a sample annealed in air at 803" for. 30 minutes is shown in Fig. 2. The smaller grain size near the surface is characteristic of the iir-annealed specimens. Possible causes of this grain growth restraint in the air-annealed specimen are the formation of an im-

Jan 1, 1962

By N. Mungan

Laboratory water floods were performed in oil-wet and waterwet alundum and Torpedo cores, displacing a refined oil with n-hexylamine or Triton X-100 solution. Also, some floods were performed in which a sucrose solution was displaced with n-butyl alcohol. The Purpose ot the tests was to see if the oil recotlery could be increased and to examine what role the inter-facial tension reduction and wettability change play in the recovery mechanism. it was found that the chromatographic transport of amine was influenced by core wettability. In oil-wet cores, the rate of advance of the amine band could be predicted from equilibrium chromato-graphy, while in water-wet cores the amine band moved faster than predicted, indicating a non-equilibrium process. By reducing the interfacial tension to 1.1 dyne/ cm, oil recovery was increased. More oil was recovered from Dri-filmed cores than from water-wet cores. Reversing the wettability of the porous media from oil-wet condition also resulted in some additional oil recovery. Neutral wettability floods did not increase oil recovery. INTRODUCTION Interfacial forces in petroleum reservoirs are responsible for retention of large quantities of residual oil. Increasing exploration costs have created an incentive to attempt recovery of this residual oil by new and novel processes. One novel process involves changing the interfacial forces by introducing a chemical into the reservoir during water flooding. Recently, several investigators have carried out laboratory displacement tests using amines. lt3.4 The amines adsorbed onto initially water-wet core surfaces, changing them to oil wet. Additional oil was recovered when the cores were flooded in a manner reversing the. wettability from oil-wet conditions. In all these studies, the wettability reversal was considered responsible for increased oil recoveries although it was noted that amines also reduced oil-water interfacial tension. In the present study, displacement experiments were performed in water-wet and Dri-filmed cores. The purpose was to separate the effects of lowering the interfacial tension from changing the wettability. LABORATORY STUDY All experimental data given in this paper have been obtained at a temperature of 70F + 1 and prevailing atmospheric pressure. FLUIDS AND MATERIALS The oil used in these experiments* was washed with H2S04 and passed through two 100-200 mesh silica-gel beds to remove unsaturates and surface active impurities. Normal hexylamine** of practical purity was used, and the alundum cores*** were composed of nearly pure A1203. Fused quartz (SiOi) and Lucalox (A12 )t plates were used in the contact angle measurements. DISPLACEMENT TESTS Displacement tests were performed in alundum and Torpedo cores. Before displacement runs, cores were acidized with 0.1 normal HCI, flushed with distilled water and fired at 1,200F to make them water wet. This procedure also reduced water sensitivity of the Torpedo cores. Oil-wet cores were prepared from water-wet cores by flowing several pore volumes of 1 per cent by weight Dri-film SC-87 solution in heptane through the cores, flushing the cores with nitrogen, evacuating, and finally heating the cores at 300F for 4 or 5 hours. Between floods, cores were cleaned by conventional procedures and treated again as above.

Jan 1, 1965

By K. C. McCutcheon, John Chipman

To a very large extent the quality of a mild steel ingot is determined by the manner in which it is poured into the ingot mold and its behavior during the first few minutes after it has been poured. The formation of the solid rim of metal around the periphery of the mold, the effervescent action of the liquid steel within this solidified rim and the upward or dounward movement of the metal level are indications of what is going on beneath the surface of the liquid metal, especially at the interface at which solidification occurs. Observation of this "rimming action" enables an experienced observer to predict the thickness of the sound skin of the ingot and the location and extent of cavities or "blowholes" caused by entrapment of gases. The control of rimming action at the hands of a skillful steel pourer is a vital part of the control of quality in mild steel sheet, and the behavior of the liquid steel during the rimming period is a useful criterion of the melting and refining practices employed in the open hearth. The behavior of rimming steel during solidification depends primarily upon the evolution of gases from the molten metal and it is therefore a problem of considerable interest to determine the nature and amount of the gases evolved. A number of attempts to determine either the amount or the analysis of the evolved gases have been reported. Klinger,' in 1925, analyzed the gases extracted from rimming, sernikilled and killed steel ingots and found that the chief constituent of the rimmining gas was carbon monoxide. The relatively large amounts of nitrogen reported in his first few samples may have been due to incomplete removal of air from the gas-collecting mechanism. McKune² reported similar studies of rimming ingots from which surprisingly large proportions of nitrogen and hydrogen were evolved. Ameen and Willners3 determined both the amount and composition of gases extracted from unkilled ingots with the aid of diminished pressure. Their ingots weighed only 80 kg. (176 lb.) and apparently were solid within two or three minutes, so that their

Jan 1, 1938

By John Chipman, K. C. McCutcheon

To a very large extent the quality of a mild steel ingot is determined by the manner in which it is poured into the ingot mold and its behavior during the first few minutes after it has been poured. The formation of the solid rim of metal around the periphery of the mold, the effervescent action of the liquid steel within this solidified rim and the upward or dounward movement of the metal level are indications of what is going on beneath the surface of the liquid metal, especially at the interface at which solidification occurs. Observation of this "rimming action" enables an experienced observer to predict the thickness of the sound skin of the ingot and the location and extent of cavities or "blowholes" caused by entrapment of gases. The control of rimming action at the hands of a skillful steel pourer is a vital part of the control of quality in mild steel sheet, and the behavior of the liquid steel during the rimming period is a useful criterion of the melting and refining practices employed in the open hearth. The behavior of rimming steel during solidification depends primarily upon the evolution of gases from the molten metal and it is therefore a problem of considerable interest to determine the nature and amount of the gases evolved. A number of attempts to determine either the amount or the analysis of the evolved gases have been reported. Klinger,' in 1925, analyzed the gases extracted from rimming, sernikilled and killed steel ingots and found that the chief constituent of the rimmining gas was carbon monoxide. The relatively large amounts of nitrogen reported in his first few samples may have been due to incomplete removal of air from the gas-collecting mechanism. McKune² reported similar studies of rimming ingots from which surprisingly large proportions of nitrogen and hydrogen were evolved. Ameen and Willners3 determined both the amount and composition of gases extracted from unkilled ingots with the aid of diminished pressure. Their ingots weighed only 80 kg. (176 lb.) and apparently were solid within two or three minutes, so that their

Jan 1, 1938

By James E. Gingrich

The new Track Etch technique for uranium exploration has been utilized in several survey programs conducted during the last few years. The results from these programs have been very encouraging, and new uranium ore bodies have been discovered by using this new technique. The method is being used in several exploration programs in various locations around the world. This exploration technique utilizes small pieces of special radiation-sensitive plastic film to detect the presence of radon gas which is released by uranium ore bodies. Because of the selectivity and sensitivity of the technique, ore bodies not normally detected with other surface or airborne monitoring methods are found. Since no large equipment or special training of personnel is needed, the technique is easily used in field operations. The basis for the Track Etch method, its application in field exploration programs, and the results obtained to date in locating uranium ore bodies are discussed.

Jan 1, 1976

By O. E. Palasvirta

Close examination of most so-called n.eu processes in mineral dressing reveals that they were conceived and developed a long time ago. High-intensity magnetic separation is no exception. Although its application in iron ore beneficiation seems new, in Germany the process has been commercially successful for almost two decades. High-intensity separators have long been standard equipment in the glass sand industry; they have also been used in concentrating some of the more unusual para-magnetic minerals. The basic features of an induced-rotor, high-intensity magnetic separator were described by Desire Korda in Paris in 1905,' and many patents have since been issued for improvements on the original design. Fig. 1 shows the basic design of an induced-rotor separator. Several U. S. manufacturers have been supplying induced-rotor separators for many years, but these are all devices of relatively low capacity, not suitable for treating such low-cost commodities as iron ore. On the other hand, two German manufacturers are offering induced-rotor separators of high capacity, both proven in the field. The present investigation was prompted by the apparent success of the German installations and by the discovery of iron ores on this continent which may be amenable to high-intensity separation. The objective was to gain better insight into the underlying principles of separation in a high-intensity field and to use this knowledge in selecting or designing an optimum separator. THEORETICAL CONSIDERATIONS he well known low-intensity magnetic separators are. without exception, of the the magnet type with more or less similar field shapes. It is therefore permissible to speak of their comparative strengths in terms of field intensity alone. However, proper understanding of the high-intensity magnetic separation process requires somewhat deeper analysis of the relationship between the magnetic field and the attractive force. Contrary to a widely held belief, a magnetic field of parallel lines of flux exerts no attractive force on a magnetically susceptible particle, but merely aligns its poles parallel to the lines of flux. On the other hand, a non-uniform field attracts a magnetically susceptible particle in the direction of the converging lines of flux. Thus the force of magnetic attraction varies as the product of the field intensity and the field gradient: dH ds As the induced-rotor magnetic separator is primarily intended for separating feebly magnetic materials, it is important that maximum attraction be attained. For the designer, then, the relationship between the magnetic field and the attractive force has the following implications: 1) Insofar as possible, the separation gap must be saturated with flux. 2) The rotor surface must be shaped to insure maximum convergence of lines of flux toward the rotor. 3) The primary pole face (opposite the rotor, on the other side of the separation gap) must be shaped so that the lines of flux do not diverge from it at any location in the effective separation zone. The actual attractive force of the rotor, and its critical speed, can be calculated as shown by Runo-linna, provided that the true flux density, the field gradient, and the magnetic susceptibility of the mineral can be measured with sufficient accuracy. The irregular shape of the rotor surface makes flux measurements difficult, but it can be done if a suitable gaussmeter is available (see Fig. 2). Calculations by the author, and comparisons with the centrifugal force exerted by the rotor, indicate that the force pinning a hematite particle to the rotor is of the same order of magnitude as the force holding a

Jan 1, 1960