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By H. F. Yancey

One of the important duties of the Bureau of Mines is to sample and analyze coals and to publish the results of such analyses for the information of producers, consumers, and the general public. Numerous publications containing such analyses have been Issued from time to time. Although the chemical properties of a coal as revealed by its proximate and/or ultimate analysis and heating value aid one considerably in visualizing its probable behavior and in determining its usefulness and value for a specific purpose, they do not furnish complete information. The physical properties of a coal, such as its ability to retain its original form without undue breakage or degradation in size under the various conditions of storage and usage, are also of importance in determining its suitability, technically or economically, for a given purpose.

Jan 1, 1932

By Eiji Iwamura

"Two types of diamond-like carbon (DLC) films with different microstructures were prepared by unbalanced magnetron sputtering, and the tribological properties of the nanoscaled DLC multilayer coatings consisting of alternating layers of graphitelike and amorphous-like microstructures were examined. The DLC microstructure was characterized by certain features of graphite-like clusters, in that some of them had onion-like structures. The films filled with the clusters were obtained in a condition with an incidence of high influx of energetic electrons, and the other films without apparent cluster structures were formed in a condition with ion bombardment controlled by negative bias voltage applied to substrates. Stacking each film layer-by-layer, the nanoscaled multilayered coatings showed superior tribological properties to individual single-layered films due to the combination of properties induced by the difference of microstructures.IntroductionIn various tribologiql applications, it is necessary for diamond like carbon (DLC) coatings to have adequate adhesion, significant hardness and a concomitant low friction coefficient. A number of deposition techniques and coating structures have been proposed to achieve suitable DLC properties [1-3]. However it is still difficult to obtain a satisfactory level of combination of the properties particularly desirable for engineering applications.In this study, the features of unbalanced magnetron sputtering were demonstrated with the effect of ion and electron bombardment. Two types of microstructures , namely amorphous-like and graphite-like, were prepared by changing the condition of the charged particles bombardment during deposition. Using the difference of properties induced by the microstructures, nanoscaled DLC multilayered structures were examined in an attempt to improve tribological properties."

Jan 1, 2000

By P. K. Kaiser, D. D. Tannant

"A support system for large ground convergence conditions or burst-prone ground must contain holding elements (rockbolts, cable bolts, etc.) that are strong yet capable of sustaining large deformations, i.e., they must absorb as much energy as possible. Steel wire rope anchored in a borehole by a friction bolt provides these desired yield characteristics if the frictional anchorage is placed deep enough into the rockmass, i.e., in non-yielding rock or beyond the expected depth of rock ejected during a rockburst. Pull-out tests were conducted on wire ropes anchored by inflated Swellex bolts to assess the feasibility of this support concept. The test results demonstrate that a Swellex bolt generates a frictional anchorage that allows the wire rope to slide at high loads and to absorb significantly more energy than either a Swellex bolt alone, or a cement-grouted cable.The rope/friction bolt combination can be engineered to provide the desired energy absorption and allowable deformation by varying the installed lengths of the friction bolt and the rope. For yielding rope support, the contact length between the rope and Swellex bolt must be short enough to ensure that the rope can slip well before its tensile capacity is reached. A safe maximum overlap length is about one metre for the wire rope used in this testing. When used as support in the backs of drifts, a swaged button on the ropes end must be used to ultimately mobilize the full rope capacity thereby protecting against gravity-driven falls of ground."

Jan 1, 1995

By T M. Nester, D J. Reardon, A N. Page, B J. Barsanti

The load capacity of a friction bolt has long been regarded as 4 t/m of embedment for ground support design analysis and supported by in situ pull test results. In recent years, the authors have observed lower pull test results or inconsistent results which were rarely sighted in the early 2000s. The lower pull test results indicated in some cases that reliable friction bolt capacity (≥90 per cent of results) is closer to 3 t/m of embedment with some geotechnical engineers adjusting the ground support parameters in the design work accordingly. This can be in contrast with other mines which reliably obtain 4 t/m (or greater) using the same suppliers bolt in similar ground conditions. This raised several questions: • What is the effect of poor installation (bolt twist or bolt hole deviation)? • Does the performance of friction bolts vary in different rock masses? • Does bolt performance vary between suppliers? • What effect does increased jumbo feed/percussion/rotation settings have? • Have the bolt dimensions or steel strip width changed? • Have the physical bolt properties changed? • Have the steel properties changed? This paper was aimed to answer as many of these questions as possible and discuss each variable in detail. This project included friction bolt trials at various mine sites across Australia, multiple friction bolt manufacturers, steel manufacturers and laboratory analysis. The paper also includes discussion on what the authors consider best practice for pull testing. It should be noted, the terms ‘friction stabiliser’ and ‘split set’ used in this paper are used in a generic manner and is not linked to any specific ground support supplier. Whilst its acknowledged within the industry the term split set and friction stabiliser is used interchangeably, the authors acknowledge that the term split set is a trademark of Split Set Mining Systems and has been used in context in this paper.

Nov 29, 2022

By Frank Rausche, Scott D. Webster, Rozbeh B. Moghaddam

"Pile foundation driveability is a function of several variables such as subsurface characteristics, hammer type, hammer efficiency, pile type, and plugging conditions. One important phenomenon occurring during pile driving, and yet not well documented and published, is the friction fatigue, where a reduction of shaft resistance is observed as the pile is driven to greater embedment. This paper introduces current soil models developed for the assessment of friction fatigue, and further presents a comparison between predicted driveability obtained from Wave Equation Analysis Program (GRLWEAP) and field driving records. From a literature survey, and review of technical articles, a widely-used soil model known as AH-01 has been selected to analyze the friction fatigue concept. Using a WEAP software, two driveability analysis were completed using the standard approach with setup factors, and adapting the AH-01 model into the WEAP input file. Driveability predictions were compared to the driving records corresponding to a 1676-mm x 44- mm open-ended pipe pile with a total and embedment lengths of 180-m and 119-m, respectively. Results from analyses and the comparison presented in this paper provide further information regarding existing methods for the incorporation of the friction fatigue concept to the driveability analyses, and contributes to a better prediction of driveability of open-ended pipe piles. IntroductionDynamic measurements during pile installation provide more dependable information as compared to results obtained from predictive models used for design. Despite uncertainties associated with a specific project site and foundation type, measured data provides a reliable understanding of the soil resistance and its distribution throughout the length of the pile. Back-calculations or back-analyses based on a series of measured data from a pile driving process could help to obtain reliable models to better predict events related to pile installation process in spite of all variability related to fitted models. One of the widely-used analysis regarding pile driving during the design phase is the “driveability analysis” where capacity, blowcounts, maximum stresses in the pile element, and transferred energy from the hammer to the pile element are predicted using mathematical models along with a software. Such analysis requires relevant information regarding soil, pile, and hammer properties combined with a deep understanding of the level of impact each one of these properties could have on the analysis."

Jan 1, 2017

By D. L. H. Bulbring

The removal of a cylindrical core from thick-wall sections for creep analysis by the relatively new Weldcore® process represents a very exciting methodology for obtaining more representative creep damage data from large engineering structures. The cylindrical core that is removed, representing about 60% of the wall thickness, leaves a substantial removal site that needs to be repaired. This paper presents data pertaining to taper Friction Hydro Pillar Processing as an alternative repair technique for filling the core removal site. Process parameters were evaluated with special attention being paid to the effect of downward force on process response variables, weld defects, and mechanical properties of 10CrMo910 steel. Process temperature and torque response as well as total process energy input were also considered. This paper also assesses the static and dynamic performance of this repair technique. The influence of a varying downward force and the occurrence and position of discontinuities were quantified. Downward force was shown to have the most notable effect on weld joint dynamic performance and was found to be related to the process temperatures achieved in close proximity to the weld interface.

Jan 1, 2013

By John P. Turner, Benjamin J. Turner

"Tieback anchors are now used routinely for landslide stabilization in the USA and abroad. It is generally understood by design engineers that friction loss over the unbonded length of a tieback anchor is inherent to the system, and such loss is permitted as long as it does not exceed a certain threshold, typically 20 percent of the post-tensioning load. However, recent experience from projects utilizing tieback anchors with unbonded lengths in excess of 150 feet has demonstrated that this criterion may be difficult to achieve, particularly in certain ground conditions. Furthermore, anchor friction loss, even if below the 20-percent threshold, has important implications for the stability of the slope that are often ignored in practice. This paper presents the results of a study in which friction loss is quantified from load test data for projects in a variety of ground conditions by means of a “wobble coefficient.” Factors that may influence the wobble coefficient are examined, and recommendations for addressing this issue in practice are presented. A recent instrumented load-test program for a landslide stabilization project in Southern California is examined, demonstrating that with appropriate monitoring controls, uncertainty with regard to friction loss can be minimized. IntroductionSteel-strand tieback anchors have been used by the geotechnical community to support shoring systems for many decades, and more recently as a means to stabilize landslides. For strand encased in grease-filled plastic sheathing, which is intended to allow the strand to elongate freely, some load can still be transferred by friction between the strand and the grease and between the grease and sheathing. The sheathing then transfers load to the surrounding grout and, in the case of ground anchors, to the surrounding soil or rock. The resulting decrease in load over the length of the unbonded zone is known as “friction loss.”A widely used criterion for ground anchor acceptance based on load testing is that the measured anchor elongation must achieve a minimum value of 80 percent of the theoretical elastic elongation, or in other words the actual elongation can be up to 20 percent less than the theoretical value. This ensures that the majority of the load applied at the anchor head is reaching the bond zone behind the assumed failure surface, since load shed within the failure mass does not contribute to stability. This criterion acknowledges that friction loss is an inherent feature of the anchor system which cannot be eliminated completely, only minimized."

Jan 1, 2017

By Harry K. Weatherbee

The paper presents a design case study for a four-story correction facility addition in south Boston, Massachusetts, supported on friction piles driven into the Boston Blue Clay. 356 mm (14-in.) square prestressed-precast (PSPC) concrete piles were selected as they were found more effective and economical. A static load test was performed where the pile was brought to "failure". The load test data were evaluated to estimate the Ultimate Pile Capacity as well as the Ultimate Unit Skin Friction (Adhesion) to serve as a design tool for friction pile projects in the south Boston Area.

Jan 1, 2003

By von Wielligh. L., D. G. Hattingh, M. N. James, W. Thomas

"SynopsisThe process of joining materials by friction is based on generating the heat necessary to create a solid-state mechanical bond between two faying surfaces to be joined. In simple terms, the components to be joined are subjected to frictional heating between rubbing surfaces, causing an increase in interface temperature and leading to localized softening of interface material, creating what is described as a ’third body’ plasticized layer. This plasticized zone reduces the energy input rate from frictional heating and hence prevents macroscopic melting. The plasticized layer can no longer transmit sufficient stress as it effectively behaves as a lubricant (Boldyrev and Voinov, 1980; Godet, 1984; Singer, 1998; Suery, Blandin, and Dendievel, 1994). The potential for this solid-state frictional joining process to create high-performance joints between, for example, dissimilar materials with limited detrimental metallurgical impact, and reduced defect population and residual stress level, has had a very significant impact on fabrication and repair in industrial sectors such as transport. This paper presents a brief overview of the advances made within the family of friction processing technologies that could potentially be exploited in the nuclear industry as alternative joining and repair techniques to fusion welding.Modern friction processing technologies can be placed into two main categories: those that make use of a consumable tool to achieve the intended repair or joint (friction stud and friction hydro-pillar processing) and those making use of a non-consumable tool (friction stir welding). The most mature friction joining technology is friction rotary welding, where a joint is formed between original parent materials only. A new addition in this category is linear friction welding, which opens the potential for joining complex near-net-shape geometries by friction heating. The continuous innovation in friction processing over the last 25 years has led to the development of a number of unique processes and applications, highlighting the adaptability of friction processes for specialized applications for high-value engineering components.IntroductionAssessing the potential for using alternative joining and repair techniques for specific applications in a given industrial sector is informed by an appreciation of the current size and potential growth in that sector. Power generation by nuclear fission has been out of favour over the past few years, due to several high-profile nuclear incidents, e.g. the Fukushima Daiichi nuclear disaster, as well as concerns over disposal of nuclear waste and spent fuel rods. However, due to rapid increases in the demand for electricity, coupled with many fossil-fuel fired plants reaching end-of-life, there is renewed interest in installing additional nuclear capacity."

Jan 1, 2015

By R Varden

Friction rock stabilisers, commonly termed ‘Split Sets’, friction rock bolts, or continuous friction coupled bolts are the most widely used rock bolt in the Australian underground metalliferous industry. Historically, they were used for temporary reinforcement, mainly within ore development. However, their use as primary reinforcement has grown with the demand for higher development rates at lower costs. The introduction of galvanisation has increased their longevity and pattern bolting in conjunction with weld mesh, specifically made for use in development headings, has allowed the use of friction rock stabilisers to increase rapidly with development jumbo’s undertaking the installation. The installation of friction rock stabilisers appears to be deceptively simple, particularly when compared to resin encapsulated bolts. The friction rock stabilisers capacity is a function of the borehole parameters, rock mass quality/strength, the bolt dimensions and steel quality, and lastly and perhaps the most important the operator skill levels. However, as in industry we are still seeing common occurrences of friction rock stabilisers not reaching their design pull test capacity. Pull testing the friction rock stabilisers is used to verify the installation of the design capacity. It involves loading the collar of the bolt with a hydraulic ram until the design load is reached or the bolt slips. Pull tests often show failure rates of 20 per cent or higher. This is despite over 40 years of use and with millions of units installed annually. Such high failure rates would suggest there remain issues with the quality of installation. Ground support quality assurance and quality control (QAQC) programs are needed in combination with operator training to ensure that pull test failure rates are kept as low as practical. However, there are times when despite the QAQC being completed the pull test failure rates increase quite suddenly. When this occurs, it is important to conduct a thorough investigation. These investigations often show there are several factors that are not obvious to personnel installing the bolts. To complete a useful investigation, it must also be done methodically, working through the entire process that includes less obvious factors such as steel quality and the calibration of the hydraulic pull test kit. The aim of the paper is to give mine practitioners an understanding of the complexities of friction rock stabilisers, what QAQC requirements they should be doing on-site, what can go wrong during installation and, if necessary, a process of how to conduct investigations into high friction rock stabiliser pull test failure rates.

Mar 29, 2023

By James J. Scott

In the fall of 1976 the author started test work with Friction Rock Stabilizers in uranium mines of the West, principally in the Ambrosia Lake and Churchrock districts of New Mexico. Tests were also conducted in other uranium mines in the Rocky Mountains area. These mines are plagues with problems in ground control due to the weak formations in which mineralization occurs, mudstones, siltstones, weak sand, etc. For this reason, it is extremely difficult to obtain good anchorage for long periods of time with conventional mechanical roof bolts. Resin bolts give good anchorage but are expensive and, because of hole erosion and difficulties in installation due to inadequate equipment for mixing the resin and placing the rebar, they are not widely used. Field testing was also carried out in trona, limestones and hard and soft shale formations. The mechanism of the Friction Rock Stabi1izer support is discussed and pull test data presented for various rock types.

Jan 1, 1977

By X. Cao

Friction stir processing (FSP) is used to produce wrought microstructures at the surface of sand-cast aerospace grade magnesium alloy ZE41A-T5. It is found that the microstructure is significantly refined in the stir zone and the flow arm. The stir zone is largely comprised of equiaxed magnesium grains of approximately 4.5 pm compared with about 50 µm in the base cast material. In the stir zone, however, abnormal growth of some grains is also observed. Vickers microindentation hardness tests indicated that the stir zone experiences some increases in hardness. Single surface passes with low distortion, lack of pores and cracks were successfully obtained indicating the great potential of the FSP technique for modifying, improving and repairing magnesium alloy castings. This will probably open new opportunities to apply magnesium alloys in aerospace industry.

Jan 1, 2007

By Farzad Khodabakhshi, Adrian P. Gerlich

"In this article, cold spraying process was utilized to coat the surface of AZ31 magnesium alloy with a layer of AA7075 aluminum alloy. Thereafter, friction-stir processing (FSP) was employed to enhance the microstructure and consolidate the deposited layer. The grain structure and phase morphology were studied along with indentation hardness before and after cold spraying and friction stir processing. The magnesium substrate had an initial hardness of 74 HV which increased to 102 HV after FSP due to refinement of grains to <2 µm. The aluminum coating layer, provided improved surface hardness up to 160 HV, which further increased to 173 HV after FSP was applied.INTRODUCTION Cold spray is a material deposition process which can be used for surface modification, since it deposits material on a metallic substrate with little heating by way of high velocity ballistic impacts. Using cold spray technology, it is possible to deposit a wide range of coatings with various thicknesses by controlling the characteristics of the feeding powder and metal substrate, gas temperature, gas pressure, powder feeding rate, nozzle geometry, and gun traverse velocity. This process has been recently employed for surface modification in various aircraft and automobile structural applications. This has led to a broad range of research using this process for production and modification of different metallic and non-metallic systems. In the present study, cold spray process was used to deposit a uniform layer of aluminum-zinc alloy (AA7075) on the surface of AZ31 magnesium alloy. This coating was subsequently treated by way of friction-stir processing (FSP) as a new post-spraying modification technique to enhance the structural homogeneity and densification of the coated aluminum layer. This method utilizes a non-consumable rotating tool with a specially designed shoulder and pin that is plunged into the surface of metal to be modified and then moved along the direction of interest. The localized frictional heating between the rotating tool and workpiece leads to softening of the materials around the pin, and material extrusion through a complex flow of material from the advancing toward the retreating side the tool. To the author’s best knowledge, only a few reports discuss the modification of a cold sprayed deposit by FSP process. The microstructure and mechanical properties of the cold sprayed layer and substrate before and after FSP modification were examined using optical observations (OM) and indentation hardness testing. Furthermore, the AZ31 alloy substrate alone was treated with FSP as well, for the aim of comparison to the processed coating."

Jan 1, 2017

By Farzad Khodabakhshi, Adrian P. Gerlich

"Multi-pass friction stir processing (FSP) was performed to fabricate a new Al-Mg-Graphene nanocomposite. Microstructural developments and distribution of graphene were studied by using electron backscattering diffraction (EBSD) and transmission electron microscopy (TEM) analysis. In the stirred zone (SZ), grain structure was refined down to about 2 µm attributing to the operative dynamic restoration mechanisms and the locking effect of graphene phase. As a result, the yield strength of Al-Mg alloy was improved more than two times due to incorporation of graphene nano-sheets. Also, the indentation hardness resistance of nanocomposite was increased up to ~60%.INTRODUCTION Aluminum-matrix nanocomposites have garnered significant in recent years due to their superior performance and potential advantages for several industrial applications including the automotive and aerospace sectors. Among various reinforcing nano-materials, carbon-based structures featuring sp2 or sp3 hybridization bonds have been found to offer considerably improved physical and mechanical properties. Such carbon allotropes form at micro- and nano-scales including; graphite, carbon nano-tube (CNT), nano-fiber, and graphene. The potential of two-dimensional (2D) carbon materials was introduced in 2004, with the development of graphene as an alternate 2D allotropic form of the carbon structure with a honey-comb lattice at the atomic-scale. It has been shown that it is currently among the strongest materials ever tested with an intrinsic tensile strength of 130 GPa and Young’s modulus of 1000 GPa, and also offers unique thermal and electrical properties.To fabricate metal-matrix nanocomposites reinforced by graphene nano-sheets with typical metallurgical processing techniques, some attempts have been reported in the literature for various solid-state techniques including; hot rolling, mechanical alloying, and friction stir processing (FSP) of pre-cast plates or surface dispersed graphene oxides. The main challenge in those methods was to facilitate the considerable high temperature and pressure for attaining a uniform dispersion of the nano-sheets during the consolidation process. In most cases, significant difficulties have been reported in obtaining a uniform dispersion of graphene within the metal matrix. Among various techniques for production of metal-matrix nanocomposites, FSP has attracted significant attention as a method of surface modification since it was first reported by Mishra et al. In this process, a non-consumable rotating tool is plunged into the surface of material for the aim of microstructure modification. Extreme material plasticity is induced without melting as a result of friction between the tool and workpiece. Frictional heating and severe plastic deformation induced by the FSP process enables metal matrix nanocomposite fabrication by softening the base material and mechanical stirring to disperse the reinforcing nano-materials into the matrix."

Jan 1, 2017

ignitions caused by cutting tools have occurred at a rate of some 14 per year in UK coal mines since 1965, mostly on the coalface. The rate has held steady despite reducing output and number of collieries. Investigations were carried out over this period into factors affecting both the concentration of firedamp in the cutting zone and the igniting source. A study into detecting and suppressing ignitions on shearers has been undertaken and it is feasible to prevent certain ignitions from spreading outside the cutting zone. Practical measures have been adopted by British Coal to identify frictional ignition sites and to lay down working procedures to minimise risk.

Jan 1, 1988

By Steven J. Schatzel, Robert B. Krog

Frictional ignitions are defined as the ignition of a flammable mixture of methane and air that is initiated by frictional heating. Ignitions created through the addition of energy from open flames and exposed electrical circuits are not included in this analysis. Energy released in a roof fall that creates a spark and ignites a methane mixture would be considered a frictional ignition. Frictional ignitions represent the majority of all ignitions in underground coal mines. Over the study period of 1983 to 2005, a total of 1993 ignitions were reported in underground bituminous coal mines in the United States, of which 1589 were frictional ignitions. Reportable ignitions to the Mine Safety and Health Administration (MSHA) are any unintentional occurrences of flame underground regardless of duration. Frictional ignitions were reported in 155 mines and 13 states. Continuous miners represented the largest source for frictional ignitions with 1090 (68.6% of all frictional ignitions). Longwall mining operations represented the highest concentration of frictional ignitions during this study period with 1365 frictional ignitions (85.9% of all frictional ignitions). The 17 mines with the most frictional ignitions were all longwall mining operations and had 1130 frictional ignitions (307 from the shearer) that represented 71.1% of the total. In 1983, mines with frictional ignitions represented 6.9% of operating underground mines and 36.6% of total underground coal production. The percentage of operating underground mines with frictional ignitions and their total production has increased steadily and in 2005 represented 9.8% of active mines and 46.2% of underground coal production. The three coalbeds with the highest number of frictional ignitions (Blue Creek, Pittsburgh No 8, and Pocahontas No 3) had 1049 ignitions that represented 66.0% of all frictional ignitions. The three states with the highest number of frictional ignitions were Alabama (710), Virginia (247), and Pennsylvania (242) that represented 75.5% of the total. Frictional ignitions peaked in 1991 with a high of 114. In 2005, only 34 frictional ignitions were reported. If only frictional ignitions that occur at the face are considered, there have been no fatalities since 1983. Since this time, there were 33 ignitions that caused 53 workers to lose a total of 2912 working days. When including ground falls, then there have been four frictional ignitions with one incident causing two fatalities and injuring eight workers. From 1983-1991, underground productivity and the number of frictional ignitions increased. However, productivity continued to increase from 1991-2000 while total frictional ignitions fell, thereby disproving this connection between productivity and frequency of frictional ignitions. Ninety percent of all frictional ignitions occurred in underground coal mines that liberated more than 393 L/s (1.2 MMcfd million cubic feet per day) of methane through the main ventilation system. Although methane production is not the determining factor for the occurrence of frictional ignitions, it is a good indicator of the anticipated frequency.

Results of direct shear tests on rock discontinuities and triaxial compression tests on intact rocks are presented and - discussed. The main parameters considered area stress functions, angle of internal friction and cohesion variations. Primary objective of this work is to determine relationships that adequately describe the rock behaviour for design of mining excavations, while still maintaining a certain degree of simplicity.

Jan 1, 1987

By C. Morrow

Deformation studies were performed on tuffaceous rocks fran Yucca Mountain, Nevada Test Site to determine the strengths and coefficients of friction under confining pressures from 10-50 MPa at room temperature. Frictional strengths of 30ºsawcut samples increased with pressure and reached values of around 150 MPa at the higher confining pressures. However, the failure strengths of the intact samples were quite unpredictable. The coefficients of friction ranged between 0.7 and 0.9 for all specimens. These data can be used in conjunction with in situ stress measurements at Yucca Mountain, to evaluate the potential for earthquake activity in the region.

Jan 1, 1984

By Neville G. W. Cook, John Kemeny

Utilizing the principles of elastic-brittle fracture mechanics, stress-displacement relationships are derived for an elastic solid containing a slip plane consisting of various configurations of collinear arrays of cracks. These models take into account the heterogeneous nature of slip planes as observed in the lab and in the field, and are relevant to the behavior of rock containing faults, joints, bedding planes, and fractures. All of our models exhibit slip weakening behavior, and show regimes of both stable (aseismic) and unstable (seismic) deformation. For given configurations of cracks and applied boundary conditions, our results show explicit ly the energy released through unstable crack growth. For instance, it is found that two equal length cracks growing together release more seismic energy than, say, a large crack growing into a small crack. Also, by allowing cracks to coalesce, our models show multiple stick-slip events without crack healing or other geochemical means.

Jan 1, 1986

By Open-Hearth Steel

I received a telegram yesterday from Mr. J. H. Nead saying that he regretted circumstances had come up which prevent his attending the meeting, but that arrangements have been made and Mr. T. S. Washburn, of Inland Steel, will act as the Co-Chairman in his stead. We are sorry, of course, that he cannot be here at this conference. We have, therefore, asked Mr. James J. Bowden, chief metallurgist of Republic Steel Corporation, Cleveland, to act as Chairman and Mr. Tom Washburn to act as Co-Chairman. I will turn the meeting over to these gentlemen at this time.

Jan 1, 1940