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By S. H. Ash

Diesel locomotives, trucks, bulldozers, and other diesel-powered equipment are fast proving their superiority for mine transportation purposes. MORE than 100 minerals are mined and processed in the U. S. Management and labor have negotiated wage-scale agreements that have balanced wages and affected cost of labor in such a manner that comparisons can be made of transportation costs. Transportation of materials underground has become of vital importance.1"0 This report describes underground haulage methods and equipment, presents cost analyses, and discusses future plans for underground transportation in metal mines. It does not cover hoisting in shafts or slopes by cage, skip, or cars. Advancements have been made by the metal mining industry in lowering transportation costs in several mines, making it possible to mine orebodies or portions of orebodies not considered economically recoverable a few years ago.7,8 Wumerous reports have been written on transportation at metal mines; this report covers recent haulage at some representative mines throughout the U. S. The term metal mine is used to include all noncoal mines from which up-to-date information was obtainable. The best haulage equipment is subject to break- downs and accidents; but unless the rolling equipment, track, and signal systems are kept in good repair and are operated systematically, these breakdowns and accidents are likely to be frequent, destructive, and more costly than are necessary.10 Rail haulage crews using dependable rolling stock can move trips safely over grades low enough to be traveled without loss of control; this applies particularly if the track is straight and well maintained. Few accidents occur on main haulage lines if visibility and clearance are good and clear track is assured. One-way traffic underground is a recent development contributing to reduction of accidents and increased efficiency in mine haulage (Kelly mine, Anaconda Co., Butte, Mont., and Climax mine, Climax Molybdenum Co., Climax, Colo.)." Locomotives: Six types of mine locomotive used in recent years are trolley, storage battery, combination trolley and storage battery, diesel, compressed air, and gasoline. Electric haulage has been displaced by compressed air locomotives, which have been used successfully in certain instances, especially on dirty and wet tracks and steep grades." Maintenance cost is high, and operating efficiency, from a power standpoint, is low. Compressed air locomotives operate under self-contained power, and the absence of bare elec-

Jan 1, 1957

By Richard P. Schoemaker

INTRODUCTION IN underground mining operations the effects of economic and mechanical factors on costs and profits can readily be appreciated and can perhaps be expressed in exact figures and percentages. Less apparent, but frequently more important, is the influence of physical stress. Stress causes failure of supports, collapse of openings, rockbursts, and other damage which directly affects the costs of maintenance, and also to a certain extent the accident rate. Stress can, however, if properly directed, be an aid to mining operations. The caving methods in metal mining and the long-wall method in coal mining are well-known examples. In large-scale mining operations it is almost impossible to neglect stress-control. A better understanding of the mechanism of rock pressure and the application of its principles to practical mining will inevitably lead to a reduction in operating costs. Many theories have been advanced to give the mining engineer a practical outline for stress-control but, although today most experts agree upon the principles of stress distribution around underground openings, there is still no generally accepted theory that explains all phenomena. The main reasons for this incomplete understanding of the problem are the lack of accurate knowledge of the physical properties of rocks under field conditions, and the great complexity of these conditions due to inhomogeneity of the rock, stratification, tectonic disturbances, and many other unknown factors. The research on the rock pressure problems has, however, yielded some valuable facts which, expressed in practical terms, and adapted to local conditions, may become a valuable aid for mining operations. The purpose of this paper is to give a review of the most important accomplishments of this research with respect to the stress phenomena around small underground openings, such as tunnels and shafts, so as to arrive at an outline of the problem as it stands today. Special emphasis is placed on a new theory by the German mining engineer, Rudolf Fenner, which has never before been published or discussed in English. THE PRESSURE DOME THEORY The formation of a dome-shaped space around underground openings is well known from field observations. When openings are made in rock under stress, the rock in the top of the openings will often fail, and caving will continue until the openings have assumed a dome-shaped form, after which equilibrium apparently is re-established. The oldest theory which attempted to explain the phenomenon is the "beam" theory, which postulates that the hanging wall consists of stratified measures that behave as independent beams with fixed ends and a uniformly distributed load. When failure of the beam occurs, inward shearing at the ends will cause the formation of a dome-shaped space. The pressure dome theory, which more or less evolved from the beam theory, merely

Jan 1, 1947

By Rollin Farmin

Rock pressure against the supports for underground workings in certain mines becomes sufficiently severe to crush sound timbers. The cost of maintenance of these mines increases critically as the workings are extended. "Heavy ground " and "swell-jng ground" are terms commonly applied to a condition of excessive pressure from the wall rock. Defined for the purposes of this paper, "heavy ground" delivers gravi-tative pressure on the supports of a mint opening; "swelling ground" delivers pressure arising from expansion of the wall rock. Mining problems created by heavy ground have been studied extensively by mining engineers, as in the recent Symposium on Block caving.' A parallel study of rock bursts2 attacks the field of ground that ruptures under strain. The problem of swelling ground, which has received less current attention, is the subject of this paper. An ExaMPLe of Swelling Ground Severe cases of swelling ground are found in the gougy shear zones in mines along the western Sierra Nevada, where the veins are accompanied by faults through altered serpentine, schist and slate. For example, along troublesome stretches in the ldaho Maryland mine, Grass Valley, California, swelling ground continues to crush drift timbers, with diminishing intensity, for 3 to 10 years after entry. During this period, from five to nine generations of crushed timber sets must be replaced and a large additional tonnage of scaly rock and wet gouge must be removed from the drift to make room for this succession of new timbers. After "the squeeze has been taken out of the ground" the timbers will stand for years, until they collapse from decay. Heaving of floor and footwall along drifts develops soon after the timber sets are placed and frequent grading down of the track is necessary to keep it serviceable and to maintain headroom. If sills are placed under the drift posts, the sets break more quickly and the track becomes impassable at once. When the floor is left Open? and the bottoms of posts and stulls are pencil-pointed, the scaly ground of the fault zone swells up around the timbers (Fig. I) instead of breaking them (Fig. 2). A foot or two of this encroaching ground is trimmed from the floor and lower sides of the drift several times before complete retimbering is necessary. when a set of timber fai1s under the Pressure of swelling ground, there is no immediate fall of timber and broken rock to fill the drift, as is customary in heavy, caving ground. Instead, ground swelling from sides, top and bottom gradually closes the opening, over a period of weeks or months, and no especial hazard to workmen is present while they have room to walk through the narrowing drift. Most

Jan 1, 1946

By Irving Lipkowitz

While the light metals are recognized generally as a distinct group in technical literature, economic classifications and data usually still treat them as part of the nonferrous group of metals. However, the economic characteristics of the light metals also differ markedly from those of other nonferrous metals. The distinctiveness of the light metals, as, a group and individually, becomes evident when their growth, since World War II is compared with that of other metals, as in Table 14.3.1. The growth of light-metals production has been much sharper than that of other metals. A weighted average for the light metals shows an increase of 112% during the 1958 to 1968 period. This compares with a 62% increase in the "All Primary Metals" component of the Federal Reserve Board Index of Industrial Production. The contrast was even sharper during the next six years (1968-1974), with light metals production up another 50% as against a 21 % increase in the FRB Primary Metals production index. The most important reason, however, for considering light metals separately is the trend and pace of technological change and not their distinctive statistics. Technology both creates and demands increasingly sophisticated materials. As technology advances and as all the world makes more extensive use of advanced technology, the importance of the light metals is likely to accelerate rapidly. There may be a profound clue to the future in the fact that light metals were predominant among the materials used in the construction of the Apollo 11 spacecraft. In determining what materials to use for the spacecraft and its equipment, the National Aeronautics and Space Administration (NASA) has explained that it did not look to "some of the more exotic metals" and relied instead on "generally proven materials." Accordingly, it apparently used a wide variety of metals, including precious metals, rare earths, special steels, copper, and light metals. What seems particularly significant is that, in seeking performance, NASA relied as heavily as it did on the light metals. Materials breakdown estimates show that aluminum accounted for over 75% of the materials used, titanium for another 5%, and magnesium was also used. Thus, light metals accounted for over 80%' of the materials used for the Apollo 11 spacecraft. The light metals are also unique in their availability. They rank high in abundance among the elements in the earth's crust. Aluminum is the third most abundant element, after oxygen and silicon, with magnesium ranking eighth, and titanium ninth. Among the structural metals, aluminum is the most abundant in the earth's crust, iron is second, magnesium third, and titanium fourth. This potential availability of light metals provides strong incentives for continuing improvements in process technology, because of two major national problems: (1) there is

Jan 1, 1976

By G. A. Croes, N. Schwarz

The dimensionless groups, to which the variables that govern the displacement of oil from reservoirs by liquids can be combined, are derived. Three types of displacement are considered, viz. cold-water drive, hot-water drive and solvent injection. The derivation of the dimerzsionless groups is carried out by means of the relevant basic equations (in-spectional analysis). The resulting sets of groups are afterwards completed by means of dimensional analysis. The form of the groups is given in such a way that they can be adapted to suit the various boundary conditions that are encountered in practice. The physical meaning of the groups is discussed. They have all been brought together on a chart, from which their mutual relation and their corresporzdence to related dimensionless groups in common use in other engineering sciences can be read off. The limitations of dimensionally scaled model experiments as a useful tool for studying liquid flow in porous media, as occurring in oil reservoirs, are discussed. The use of models to study fluid mechanics has an appeal for everyone endowed with natural curiosity. What active boy has not played with ship and airplane models, or crude models of dam and drainage systems Even in the most advanced technical engineering, such models play a fundamental and indispensable role. "And yet in few departments of the physical sciences is there a wider gap between theory and practice, between scientific knowledge and the state of art, than in the use of models to study hydrodynamic phenomena." Garrett Birkhoff1 INTRODUCTION Laboratory displacement experiments are extensively used to investigate, directly or indirectly, the production behavior of petroleum reservoirs. Such experiments are representative of the reservoirs as a whole, if they are carried out with models that are "properly scaled." The performance of oil reservoirs is governed by the values of a number of variables, which can be combined to dimensionless groups. Two general methods are available for the derivation of these groups. In the first of these, dimensional analysis, combination of the variables is done essentially by trial and error. Its only premise is knowledge of the complete set of relevant variables. In the second method, inspectional analysis, the dimensional homogeneity of the equations describing the behavior of the system to be studied is used. The resulting dimensionless groups can be divided into: (a) independent (variable) groups, such as dimensionless length, time, etc.; (b) dependent groups, giving the dimensionless form of the variables, such as recovery and pressure, that can, at least in principle, be measured during an experiment; (c) similarity groups, which are independent constant groups, such as ratio of length to height of the reservoir and ratio of

Jan 1, 1957

By E. R. Parker, T. H. Hazlett

An understanding of the mechanism of creep of metals requires an accurate knowledge of shape of the time-deformation curve. An expression is developed which accurately expresses the creep curve for a number of structurally stable metals and alloys. VAST strides have been made in the development of high temperature creep resistant alloys; however, no sound understanding of the physical mechanism of creep exists to date. Consequently, creep resistant alloys are still developed by "cut and try" methods formerly so successful but now yielding returns at a continuously diminishing rate. It is apparent to all workers in the field that if the mechanism of creep were understood, much fruitless labor could be avoided. The dirth of fundamental knowledge has not discouraged the theorists. Speculation has flourished and numerous theories of creep have been proposed. A critical review of these theories reveals that, even though there are some general areas of agreement between the majority of the workers, there are many basic questions yet to be resolved.' It is generally conceded that theoretical speculation is far in advance of experimental evidence. The shortage of reliable creep data greatly hinders more rapid progress in this field. It is essential that the effects of different stresses and temperatures on the creep characteristics of metals be quantitatively determined. Once this has been accomplished, it will then be possible to evaluate the effects of alloying additions and, it is hoped, to provide a firm basis of facts for theoretical treatment of the creep phenomenon. The work reported herein was undertaken to determine the effects of such variables as stress, temperature, alloying, and structure on the creep characteristics of some metals. Material and Equipment Nickel was selected as the base material for the current investigation and an experimental program was initiated to determine the effects of temperature and stress on the creep characteristics of this material. Since a large quantity of high purity nickel was required for the proposed program and such material was not commercially available, it was decided to refine, cast, and prepare the required metal in our own laboratory. The resulting nickel test bars had the following composition, given in percentage by weight: Fe, 0.030 (1); Si, 0.003 (2); Ca, 0.001 (1); Mg, 0.020 (2); and S, 0.002 (2); to make total impurities of 0.056. The nickel (balance by difference) is 99.944 pct. The details of the purification process are described elsewhere.' This

Jan 1, 1954

By G. Sachs, Jr. Brown W. F., Ebert L. J.

It is a generally recognized fact that a steel quenched from the austenitic range and tempered to yield a structure composed of tempered martensite becomes increasingly more ductile with increasing tempering temperature. However, the conventional tensile test fails to yield any value that is sensitive to differences in behavior on tempering among the various low-alloy steels or among different heats of a particular steel. The notched impact bending test, on the other hand, has been recognized for a considerable length of time as capable of revealing differences in impact properties among various steels tempered to 'the same strength level (i.e., the same tensile strength in a conventional tensile test). However, this test is very complex and its significance has not been clarified up to the present time. Of its three characteristic features—the high speed, the notch, and the bending—the notch has been found by Davidenkov2 to be the most potent embrittling factor. Recent investigations on low-alloy steels have shown static notch-bar tensile tests to be more lucid and to evaluate the metal properties in much the same manner as impact tests. In an attempt to analyze the fundamental nature of this test, it was found possible to separate the effects of the two basic characteristics of the stress pattern introduced by the presence of a circumferential notch, the stress state and the high initial stress concentration at the notch bottom. The major conclusions drawn from these previous investigations were as follows: I. The magnitude of the triaxiality at fracture depends primarily on the initial notch depth. Its effect is a great reduction in the average ductility (contraction in area at fracture in the notched section) as compared with that observed in uniaxial tension. This triaxial stress state occurs at a point in the interior of the notch specimen. It determines the notch ductility if the notch is mild and/or the metal possesses a considerable ductility. On the contrary, brittle specimens probably fracture on the metal surface (at the notch bottom) at which point biaxial stress state is present. This biaxiality also considerably reduces the ductility of the metal. For small notch ductilities the notch strength and the notch ductility become very sensitive to embrittling factors. This is contrary to the behavior. of the ductility values derived from a conventional tensile test, which are comparatively insensitive.

Jan 1, 1947

By John Campbell

An approximate theoretical model is proposed to quantitatively predict freezing ranges Tf and hydrostatic tensions P developed within solidifying binary alloys, allowing for a certain amount of diffusion of solute in the solid during solidification. The maxima in ATf and AP as functions of composition are shorn to occur at smaller solute concentrations than would be expected from the equilibrium diagram, and are found to correspond closely to experimentally observed maxima in microporosity. THE freezing range of simple binary alloys appears to have been little studied, except for certain indirect observations on the defects, particularly microporosity and hot tearing, arising in long freezing range materials. Two theories relating to the freezing range of alloys and its effect upon porosity are reasonably well established, and appear to have been held in isolation from each other: a) From purely equilibrium considerations early researchers expected that an increase in solute content of an alloy should increase the freezing range (defined here as the equilibrium freezing range ?Tf = Tl-Ts where TL and Ts are the liquidus and solidus temperatures, respectively) and thereby increase the width of the pasty zone for a given set of conditions. This in turn should increase the difficulty of feeding the residual liquid through the dendrite mesh to compensate for the contraction on solidification, and consequently tend to increase the observed amount of porosity. From qualitative observations on steels Czikel1 reports an increase in porosity with increasing carbon content up to 0.46 pct C. More careful measurements by Whittenberger and Rhines2 on fourteen different alloy systems showed an approximately linear relation between ?Tf and pct porosity (although unfortunately the precise experimental data is not given). b) Conversely however, other authors3"5 propose that porosity is reduced by the presence of increased amounts of eutectic present at the final solidification temperature. Lees7 and Bochvar6 claim that the hot tearing of alloys is similarly reduced. Scheuer8 has put forward a theory to explain this effect, Fig. 1. The argument is basically that solidification progresses on a plane front through a relatively open dendrite network and is thus (the argument is not developed more explicitly) easier to feed. One would expect effect a) to operate at low solute contents, and b) to be important at higher solute contents, so that at some critical composition a max-

Jan 1, 1970

By Ebert L. J., G. Sachs, Jr. Brown W. F.

It is a generally recognized fact that a steel quenched from the austenitic range and tempered to yield a structure composed of tempered martensite becomes increasingly more ductile with increasing tempering temperature. However, the conventional tensile test fails to yield any value that is sensitive to differences in behavior on tempering among the various low-alloy steels or among different heats of a particular steel. The notched impact bending test, on the other hand, has been recognized for a considerable length of time as capable of revealing differences in impact properties among various steels tempered to 'the same strength level (i.e., the same tensile strength in a conventional tensile test). However, this test is very complex and its significance has not been clarified up to the present time. Of its three characteristic features—the high speed, the notch, and the bending—the notch has been found by Davidenkov2 to be the most potent embrittling factor. Recent investigations on low-alloy steels have shown static notch-bar tensile tests to be more lucid and to evaluate the metal properties in much the same manner as impact tests. In an attempt to analyze the fundamental nature of this test, it was found possible to separate the effects of the two basic characteristics of the stress pattern introduced by the presence of a circumferential notch, the stress state and the high initial stress concentration at the notch bottom. The major conclusions drawn from these previous investigations were as follows: I. The magnitude of the triaxiality at fracture depends primarily on the initial notch depth. Its effect is a great reduction in the average ductility (contraction in area at fracture in the notched section) as compared with that observed in uniaxial tension. This triaxial stress state occurs at a point in the interior of the notch specimen. It determines the notch ductility if the notch is mild and/or the metal possesses a considerable ductility. On the contrary, brittle specimens probably fracture on the metal surface (at the notch bottom) at which point biaxial stress state is present. This biaxiality also considerably reduces the ductility of the metal. For small notch ductilities the notch strength and the notch ductility become very sensitive to embrittling factors. This is contrary to the behavior. of the ductility values derived from a conventional tensile test, which are comparatively insensitive.

Jan 1, 1947

By C. W. Stratford

[During the last few years, the necessity for development work has been generally recognized by executives throughout the oil industry, resulting in greatly accelerated progress and the adoption of many noteworthy improvements in refining methods and equipment. Several years ago, the Associated Oil Co. decided to improve distillation methods with the object of reducing refining costs. This extremely interesting work was entrusted to the writer, and W. S. James, now Chief of Research for Studebaker Corpn. of America, was selected as the principal collaborator. The latter contributed much during his two years with the Associated Oil Co., to the development work that has followed. The writer extends to the Associated Oil Co. his appreciation for permission to disclose the details of distilling equipment. In petroleum refining the principal requisites of good economics are the separation of high-priced distillates from those of lower price; maxi-mum yield of any desired distillate; lowest capital investment in refining equipment; lowest cost of operation and maintenance, and the best adaptability and flexibility of the same refinery equipment for handling crudes of widely varying characteristics. The first two items mentioned, separation and yields of distillates are determined by efficiency of fractionating equipment,. Discussion in this paper is chiefly concerned with oil-heating equipment, combustion and furl economy. It has long been well known that velocity plays a very important part in all heat transfer systems. Any betterment in specific transfer. rates in such systems must. always involve velocity. Realizing this fact, IV decided to adopt as a basic principle, the employment of energy to impart velocity required for high transfer rates through a heating diaphragm, and our method of modernizing obsolete shell stills is founded on this principle. Mechanical energy is usually cheap and its rational rspcntliture is returned in the form of greatly increased heat transfer rates, on both oil and gas sides of the sheet. Certainly there is nothing new in this principle, the only novelty being that of our peculiar method of application On the oil side (Fig. I) use is made of a centrifugal pump to jet the oil against the heated sheet thereby creating a high velocity sheet flow over the entire fired area. Such a pump is one of the most efficient machines, so far developed, for moving fluids. 'I'he oil, under pressure impinging

Jan 1, 1928

By W. R. Ingalls

In choosing the unusual title given to this paper, in which the term "cyclic " might be substituted for "intermittent," my idea has been simply in respect of precision. We might say old method vs. new method, but that antithesis implies something of substitution that has not occurred and perhaps is not in sight. We may say horizontal retorts vs. vertical, but none of the older retorts are truly horizontal, and there are three different types of vertical retorts. Other complexities might be suggested. There is, however, a broad distinction between distilling that is accomplished in a periodic cycle, generally daily; and distilling that is accomplished continuously, irrespective of whether it be done in the vertical retorts of the New Jersey process or in the retorts of the Trollhät-tan process. In offering a summary of the present state of the art with the intermittent process, I shall not have any idea of exemplifying it through descriptions of any single plants, but shall rather divide among the main steps of the process and outline what is best developed among them. In pursuing this thought, it will manifestly be impossible to make a composition that will exemplify the acme of good practice, for the latter will always be a function of the cost of labor, fuel, etc., which are widely variable. As of 1929, in respect of labor we might generalize the average plant wage in the Pittsburgh-Wheeling district of the United States at $5 per day; in Oklahoma at $3; in Great Britain at $3; in Germany at $1.75-$2; in Belgium and France at $1. With high labor costs the metallurgist will naturally use means of the nature of mechanization that with low labor would be uneconomical when capital charges are taken into account. Nor may we from records of performance safely make positive deductions in respect of the efficiency of different types of furnaces unless they have been tested comparatively under identical conditions in the same works. We shall find gas-fired regenerative furnaces showing coal consumption from 1.2 tons down to 0.7 per ton of roasted ore, which may be ascribable to difference in the thermal value of the coal that is used or to differences in proportions of the parts of the furnace, which is something quite distinct from the principle of the furnace. Thus, we have

Jan 1, 1937

AN announcement of the annual meeting to be held in New York, Feb. 14 to 17 inclusive is being mailed to all members. Particular attention is called to the necessity of asking for certificates when you purchase your ticket in order that all may secure reduced return fares.

Jan 1, 1927

By Harold B. Treweek

The development of full scale flotation circuits based on laboratory and/or pilot plant data is discussed. Auxilliary operations, equipment and layout essential for trouble-free start-up and operation are noted. The selection of flotation cell size is discussed as it affects plant capital and operation costs.

Jan 1, 1978

By C. K. Leith

QUOTING from Dr. Richard T. Ely:1 "Conservation, narrowly and strictly considered, means the preservation in unimpaired efficiency of the resources of the earth; or in a condition so nearly unimpaired as the nature of the case, or Wise exhaustion, admits. And broadly considered, it means more than the word itself implies, for it naturally includes an examination of methods Whereby the natural inheritance of the human race may be improved; and still more broadly considered, and as used in popular discussion, it includes a treatment of the effects of productive conservation methods upon distribution. "Conservation means a sacrifice of the present generation to the future generations Whenever it is carried too far. There is a sharp limit to the economic sacrifice that we may reasonably ask the private person to make for even the present Welfare, and the limit is still sharper when we come to consider the interests of future generations." In a paper on the iron ores of America, presented to the Pan-American Scientific Congress at Washington, I have emphasized the fact that the reserves of iron ores in the two Americas are enormously in excess of the requirements of the present generation, in fact, so large that no shortage is to be anticipated for many generations in the future; that a large part of the value of iron ores is put into them by man's efforts to make them available. This fact is fundamental for the intelligent consideration of- policies of conservation as applied to iron ore. As I interpret it, this fact makes it practically unnecessary that the present generation should make any especial sacrifice for future generations in the way of conservation of its iron-ore resources. Even if we were disposed to look forward to a period of 100 or 200 years, with a view to insuring the welfare of the people living at that time, it is doubtful whether any procedure we could now formulate would materially help them in the matter of iron ores, so large are the reserves available. In order that an appeal for conservation may be effective it must obviously favor the welfare of the present or immediately following generations; it must promise benefits to general and individual welfare during a period within the range of comprehension of the average man.

Jan 2, 1916

By W. J. Reagan

The problem of increasing output and decreasing percentage of rejections is a vital one in the manufacture of steel of any kind. The making of basic open-hearth steel for use in rolled steel wheels, tires for locomotive and car wheels, and forgings of various kinds, is a highly specialized industry. The increase in weight of railway rolling stock of all kinds, and the high speed that the public demands of transportation facilities, make it imperative that steel for use in this class of material shall be of the highest quality obtainable. During the past few years it has been the writer's good fortune to have opportunity to study the defects in basic open-hearth steel, and also the results obtained by various changes in open-hearth practice, on such defects. The opportunity for study and the details available are rarely found in the manufacture of steel of any kind. It seems reasonable to assume that many of the results determined here can be applied to the production of steel of other types with a decided improvement in quality, a decrease in the percentage of rejections and an increase in output. All of the material described is basic open-hearth steel with the following range of analysis: carbon, 0.50 to 0.85 per cent.; phosphorus and sulfur, 0.04 max.; silicon, 0.15 to 0.35; manganese, 0.50 to 0.75. All of this material is bottom-cast, therefore tapping and pouring temperatures are higher than in top-cast production. Ingots used in this type of work are of standard length with varying diameters. The ingot is known as duodecagonal, or twelve-sided. The standard body length is 88 in. and the hot top length, 14 in. Fig. 1 shows a typical ingot of this type. The diameter varies from 13 to 30 in. Ingots for special forgings, which cannot be made in molds of standard size, are made in molds of various sizes and designs. These ingots are sliced cold, into blocks of various lengths, depending upon the weight of the forging to be made. Fig. 2 shows the ingot after coming from the slicing lathe. Jusf sufficient metal remains between blocks to hold the ingot in one piece while it is being removed from the lathe; then steel wedges are inserted between the blocks and the blocks are broken apart. This affords abundant opportunity for inspection, as the interior of the

Jan 1, 1930

By Charles S. Larkey

Numerous papers have been published on the use of graphic methods for determining the best curve for estimating the production decline of oil wells but, as far as the writer has been able to ascertain, nothing has been published showing how curves may be worked out mathematically that will conform most closely to the production data under consideration in any given instance; hence the writer has endeavored to show just how such application can be made. Among the valuation engineers, two types of curves are in current use for the representation of the decline in production of oil wells. One may be represented by the equation, y = krx; this is sometimes known as a percentage curve, for the production for any period is multiplied by a constant rate or percentage to obtain the production for the succeeding period. It appears as a straight line on semilogarithmic cross-section paper. The other curve may be represented by the equation, y = kxn, and is shown as a straight line on logarithmic cross-section paper. In each equation, y represents the number of barrels produced in a given period of time, and x the successive periods of time. The other letters are constants to be determined for each well, or group of wells considered in arriving at the most probable curve to represent the rate of production for a given property. From this the underground reserves may be estimated by extrapolation, or by extending the curve beyond the last known period of production to show the most probable production values for the future. Application to the Burbank Pool Fig. 1 relates to a property in the Burbank Pool, Osage County, Okla. The production is shown as an average per well per month, is plotted to the vertical scale of barrels on the left-hand margin and to the horizontal scale of months at the bottom of the chart. In column y, the number of barrels is listed beginning with May, 1922, as the first month on which to base a decline curve. The type of curve used is of the form, y = krx, or, expressed in logarithms, log y = log k + x log r, in which log k and log r are constants to be determined so that the curve will most closely approximate the production data given.

Jan 1, 1925

By P. H. Dudley

I HAVE taken the liberty of calling the researches herein mentioned industrial, to distinguish them from those strictly scientific, where every known appliance is used to insure accuracy in determining principles. The industrial researches are made to ascertain wherein we have failed to embody, in practice, the principles which have been fully demonstrated by the more purely scientific investigations. So far the researches have been mostly confined to the conditions of combustion as used in locomotive furnaces, although we have examined, to some extent, furnaces under marine and stationary boilers. The products of complete combustion are gases, and, knowing what we should have, it is at once shown by analyzing the products whether the desired reactions are taking place. In spite of imperfect furnaces, lack of system in the arrangement of grate-bars and exhaust nozzles, the results are not altogether vitiated, because the analyses are not closer than one-tenth of one per cent., as under the present conditions it is hardly possible to collect gas exactly under the same conditions at different times. All of our industrial operations have developed in the past few years so rapidly, nearly all of them paying, that, until within the past three years, comparatively little attention has been given to their economy outside of the profession. Great corporations have not asked and considered the question in earnest, can we utilize our heat so as to produce the same effect at less cost? The applications of heat are so extensive, entering into every branch of industry, the principal power used to carry on metallurgical processes, to conduct transportation, that its economical generation becomes of universal importance; in fact, its economical generation and application is the leading industrial question of the day. It is stated by those who have given the subject much attention, that in our best steam-engines not over 10 per cent of the theoretical value of the fuel is utilized, and upon locomotives it is far less, probably not exceeding under the most favorable circumstances 5 or 6 per cent. In recent experiments made with the dynagraph, in drawing trains upon the Lake Shore and Michigan Southern Railway from Cleveland to Erie, 95i miles, we found the force required to draw a stock train of 709 tons to be 2,498,396,320 foot-pounds, exclusive of the force to move the locomotive itself. We

Jan 1, 1876

By P. H. Dudley

I have taken the liberty of calling the researches herein mentioned industrial, to distinguish them from those strictly scientific, where every known appliance is used to insure accuracy in determining principles. The industrial researches are made to ascertain wherein we have failed to embody, in practice, the principles which have been fully demonstrated by the more purely scientific investigations. So far the researches have been mostly confined to the conditions of combustion as used in locomotive furnaces, although we have examined, to some extent, furnaces under marine and stationary boilers. The products of complete combustion are gases, and, knowing what we should have, it is at once shown by analyzing the products whether the desired reactions are taking place. In spite of imperfect furnaces, lack of system in the arrangement of grate-bars and exhaust nozzles, the results are not altogether vitiated, because the analyses are not closer than one-tenth of one per cent., as under the present conditions it is hardly possible to collect gas exactly under the same conditions at different times. All of 'our industrial operations have developed in the past few years so rapidly, nearly all of them paying, that,, until within the past three years, comparatively little attention has been given to their economy outside of the profession. Great corporations have not asked and considered the question in earnest, can we utilize our heat so as to produce the same effect at less cost? The applications of heat are so extensive, entering into every branch of industry, the principal power used to carry on metallurgical processes, to conduct transportation, that its econonlical generation becomes of universal importance; in fact, its economical generation and application is the leading industrial question of the day. It is stated by those who have given the subject much attention, that in our best steam-engines not over 10 per cent of the theoretical value of the fuel is utilized, and upon locomotives it is far less, probably not exceeding under the most favorable circumstances 5 or 6 per cent. In recent experiments made with the dynagraph, in drawing trains upon the Lake Shore and Michigan Southern Railway from Cleveland to Erie, 941/2 miles, we found the force required to draw a stock train of 709 tons to be 2,498,396,320 footpounds, exclusive of the force to move the locomotive itself. We

By N. Brown, H. Green

The effect of quenching temperature and of aging temperature and time on compression stress-strain curves of ß brass was investigated. Age softening occurs at a rate which decreases with decrease of quenching temperature below the critical temperature for ordering. The activation energy for softening is 15,400 cal per mol. No matter how rapidly brass is quenched or what the temperature from which it is quenched, practically complete order is obtained at room temperature. It has been demonstrated that with respect to the specific heat,',' electrical resistivity," X-ray diffraction, and microstructure, the slowly cooled and rapidly quenched specimens are the same and that complete long range order exists in both cases. However, Smith" showed that the hardness of ß brass depended upon the cooling rate and the temperature from which brass is quenched. Smith showed that the hardness was a maximum for specimens quenched from about 445 °C and that the as-quenched structure softened at room temperature at a rate depending upon the temperature prior to quenching. This softening after quenching is in this paper referred to as age softening. The results of this investigation are qualitatively the same as the findings of Smith. However, a more detailed analysis of these phenomena has been possible since the stress-strain curve offers a more sensitive index of the state of the metal than hardness. It is the purpose of this paper to show how the mechanical properties are related to the ordering of ß brass. A 200-lb ingot made from electrolytic copper and electrolytic zinc was extruded to 1/2in. rod. Chemical analyses at frequent intervals along the rod showed that the alloy contained 51.5 pct Cu with the greatest impurity being iron, at 0.01 to 0.001 pct. To obtain a constant test material, the 1/2in. extruded rod was warm-rolled to % in. diameter at 200°C and then recrystallized to a grain size of 2.0 mm. The specimens for the compression test were % in. high and % in. in diameter. The specimen ends were polished on 600 metallographic paper and coated with Molykote for a lubricant. The compression rig consisted of an anvil resting on the machined table of the Baldwin Southwark testing machine and a plunger fixed to the movable cross

Jan 1, 1954

By P. B. Liebermann

The resistance to motion offered by mine cars is caused principally by: Rolling friction, flange friction, bending rails, bearing friction and wind resistance. With proper construction and with a fair amount of attention and care, that is, under favorable conditions, the first three items cannot be greatly improved. The wind resistance ordinarily is negligible on account of the slow speeds commonly used. The bearing friction, however, is a variable item, depending upon the design, the bearing material, the lubrication, the location (whether in wheel-hub or on car-body) and the alignment. Under the most favorable conditions the bearing friction will reach a lowest possible value. By the development of a successful anti-friction mine-car bearing this lowest value has been improved to such an extent as to affect the whole system of mine haulage. After being satisfied of their durability and certainty of operation, any investigation into the advantages of anti-friction bearings for mine cars will have to be based upon reliable information as to the saving in power of such bearings. While numerous tests have been made in this direction, the results have not always been convincing, principally because of the rather crude methods that were employed. These crude methods are the main cause of the wide variations existing in regard to the exact amount of the frictional resistance. Frequently an ordinary spring balance is used and the pull necessary to move a certain car or train of cars is obtained by a number of readings. Such spring balances necessarily have a coarse graduation and the continuous vibration and fluctuations to which they are subjected make them highly dependent upon the individual observer. Further, they must be frequently calibrated. Sometimes these tests were made without regard to acceleration, speed or even grade. The method of using an electric locomotive as a testing device is perhaps more open to criticism than the spring-balance method, because it introduces additional sources of error: The varying electrical and mechanical losses in the locomotive. Also, such a measurement always includes the power necessary to move the locomotive itself. This means a considerable amount of figuring, and the results due to the various multiplications and corrections may be of little value, for obvious reasons. When figuring the drawbar pull from the electrical

Jan 1, 1917