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By E. B. Harden, J. H. Harden

The practical use to which topographical models or relief-maps have been put, has within the last few years taken a wider range. They are rapidly coming into favor for other than purely scientific purposes, and their value for illustration and instruction is being more fully appreciated. Topographical maps; representing by contour-curve lines the elevations and depressions of the earth's surface, are now demanded in engineering work of nearly every description, and afford a ready means of bringing out the configuration of the country in a simple manner. A beautiful example of recent topographical mapping is seen in the seventeen sheets just issued by the Geological Survey of New Jersey. By reason of the inability of unskilled persons to understand the nature of a topographical map, it is sometimes necessary to con struct the same in relief, with the rivers, canals, railroads, etc., delin eated upon it. With the aid of such a map, problems in engineer ing science which would otherwise require expert assistance to explain them, are reduced to a simple and understandable form. Relief-maps are also of value to the geologist in working out the geological structure. To the instructor they present the most ready and efficient means of imparting clear and accurate knowledge of topography and kindred subjects. To the lawyer they are invalua ble in enabling him to bring into the court-room a representation of a part of the country with all its features accurately shown, to ex plain to the court and jury the special points about which litigation is pending and which would otherwise require long and laborious description. The application of the topographical map to business purposes is shown in a relief constructed by the writers for the Cumberland Valley Railroad Company and used by that company in the various ways of calling attention to the desirability of its route. This model is based partly on actual survey and partly on sketch topography. The horizontal scale is ,%, the vertical 1/19,200 of

Jan 1, 1888

By Edgar C. Bain

In studying the structural characteristics of martensite it is desirable that a clear conception of the material from which martensite is produced should first be obtained. Any theory of its formation and structure incompatible with the facts of its parent substance, austenite, can be eliminated with little consideration. Austenite is the name applied to solid solutions of carbon and other elements in gamma iron. At temperatures above about 900" C. (1650" F.), pure iron exists in a system of crystallinity1 entirely different from the crystal structure below that temperature. This high-temperature allotrope of iron is of an atomic structure associated with great ductility, having very manifold symmetry and an abundance of easy slip planes. The exceptionally ductile and malleable metals (gold, silver, platinum, copper, aluminum, and nickel) have this same atomic arrangement— the face-centered cubic. The low-temperature allotrope of iron, alpha iron, the solid solutions of which are known as ferrite, has a body-centered cubic arrangement of atoms. Like it, in crystal structure, are the less ductile and malleable metals, molybdenum, tungsten, titanium and chromium. Fig. 1 shows the two atomic arrangements known in iron; the diagrams are drawn to scale. Either of these modifications of iron may dissolve other elements in the solid state; by so doing, the temperature of the transformation is changed. In general 2-7, it appears that a solid solvent metal dissolves a metal solute by substituting foreign atoms in its own space lattice. Thus, iron may dissolve nickel in either of its crystalline forms by permitting an atom of nickel here and there to occupy the normal position

Jan 1, 1924

By Raymond Mancha

The number of installations of propeller mine fans completed during the years of 1936 and 1937 is evidence of the increasing popularity of the propeller fan with the American mining industry. During the period from 1931 to 1936, there were several different low-pressure, low-efficiency propeller fans available, which filled a definite need in replacing inefficient centrifugal fans operated at comparatively low pressure by means of purchased power. Since 1936, however, the trend toward the propeller fan has greatly increased, as propeller fans are now available practically without pressure limitations and capable of efficiencies high enough to warrant replacement of efficient centrifugal fans in many instances. Few manufacturers of propeller mine fans base their fan-operating characteristics upon similar test methods, primarily because of inadequate facilities for testing in the factory and the need of a test code incorporating a calibrated duct or nozzle that makes possible the testing of large propeller fans quickly, accurately and without prohibitive expense and space requirements. As a result, fan manufacturers have resorted to various methods for testing large propeller fans in the factory, and different yardsticks have produced uncomparable and often inaccurate performance data. It is the purpose of this paper to describe and discuss in detail the test procedure of the Jeffrey Manufacturing Co., which has been proved both accurate and practical. Fig. 1 shows a plan, a side elevation and two end elevations of the test duct with a propeller fan of the exhaust type in place. Testing propeller fans exhausting permits greater accuracy than testing these fans blowing, because in the former uniform flow conditions are more easily established at Pitot tube stations where fan pressure and air-volume measurements are desired. Any residual rotation remaining in the air discharged from a propeller fan blowing into a test duct must be removed before an attempt is made to obtain accurate pressure and volume readings. Although various devices for straightening the air may be placed between the blowing fan and the volume-measuring station without resulting complications, uniform flow so obtained at the pressure-measuring station necessitates corrective calculations to compensate for duct resistance

Jan 1, 1940

By G. St. J. Perrot, S. P. Kinney

Consumers of metallurgical coke are agreed that the quality of their fuel plays an important part in the performance of the furnace. Less unanimous agreement is evident when the properties of a desirable coke are discussed or when consideration is made of suitable testing methods by which the worth of a coke for metallurgical purposes may be determined quantitatively. Much has been written of the importance of combustibility as a factor in determining the performance of coke in the blast furnace and it is generally believed that cokes vary widely in this respect. The usual operating data of the furnace afford little evidence as to the combustibility of the fuel. As a part of a general investigation of the properties of metallurgical coke, the Bureau of Mines has explored the hearth combustion zone in a number of blast furnaces by means of water-cooled gas sampling tubes driven into the hearth through the tuyeres. The attempt has been made to determine the difference in combustibility of cokes varying widely in physical properties. Data have also been obtained in an experimental combustion furnace at the Bureau laboratories in Pittsburgh. This paper gives the results of experiments, made at eleven blast furnaces, in which the composition of the gases was determined at various points in the hearth in the plane of the tuyeres. Further work is in progress in which the zone above the tuyeres will be explored. Factors Affecting Coke Combustibility Brassertl has defined combustibility as the rate of progression of combustion, or, in other words, the speed at which the carbon molecules

Jan 1, 1923

By Kenneth B. Barnes, George H. Fancher

With the advent of water-flooding into active commercial usage in half a dozen areas in the Mid-Continent, the process passes the experimental stage and joins other methods and processes now in use which have been found suitable in one oil field or another in securing a more profitable production than has existed heretofore. The use of the air-gas lift, acidization, pressure maintenance and repressuring have presented their problems in economics and engineering during their introduction and extended application. When a new field is discovered or attention is turned to an old producing area in which these methods have not been considered, it is to be expected that these problems again arise. While some information is available as to the results obtained by water-flooding in a few localities in the Mid-Continent, the extrapolation of the sand data on which the results are based, for even generalized use in other areas and fields in the region, is hazardous. It is precarious to assume that the same physical condition will obtain in a sand over more than small, special areas. This paper is concerned with a brief presentation of such data as are available to the authors on existing operations, a survey of the region and extent to which application of the method seems most likely to be made, an estimation of the crude reserve existing for such operations, suggestions as to the importance of core analysis in guarding against uncontrolled floods and its usefulness in predicting ultimate recoveries, and comment on some of the economic phases involved. These subjects, as concerned with water-flooding in the East (notably Bradford, Pennsylvania), have been discussed in detail in the literature and are generally well known. Especially is this true of discussions of the mechanical equipment and various lease layouts and development patterns for water-flooding.

Jan 1, 1936

By W. L. Saunders

This paper deals specifically with heading-driving as distinguished from the broader term tunnel-driving. A heading is a pilot or path-finder for the main tunnel. Some headings are complete tunnels in themselves; that is, conditions at times warrant driving a heading the full diameter of the proposed tunnel. A tunnel 10 ft. in diameter might be driven to advantage through a single heading, provided the nature of the material admits, but it usually pays to drive rock tunnels of large diameter through the heading-and-bench system. Much depends upon the material, as in soft ground tunnels of much larger diameter are driven in a single heading. In mines, the tunnels, drifts, cross-cuts, adits, etc., are usually of small diameter, hence the driving of headings applies to completed tunnels in mining-work, except, of course, in cases like drainage-tunnels and main entries leading into coal-mines, where conditions call for tunnels of large diameter, approximating those driven for railway-service. In building aqueducts the tunnels are driven from 6 to 8 ft. in diameter up to 15 or 20 ft., while in railway-service the dimensions vary from 18 to 30 ft. in diameter. There is no department of rock-excavation so difficult as that of heading-driving. This work also belongs to the most expensive class in rock-excavation. A heading is driven directly in the solid. There are no lines of lesser resistance towards which to direct the energy of the blast, but the material must be blown out by main force. The completion of the heading simplifies all the rest of the work of excavation. It is easy, for instance, to enlarge a heading either from above, below or on the sides, by breaking towards the open face through holes approximately at right angles to the axis of the heading; or the enlargement sometimes takes place by holes driven outside of the heading running approximately parallel with it, the rock

Jan 1, 1910

By C. A. Pierce

UNDERGROUND operations of the United States Potash Co. at its mine near Carlsbad, N.M., have been continuous since the property was opened about five years ago. Approximately one million tons of potash has been mined and two shafts have been sunk, each to a depth of about 1000 ft. Outstanding in the company's operations is the fact that not a single blasting accident has occurred during the aforesaid period. The purpose of this paper is to describe the blasting practice that has made possible the achievement of this accident-prevention record. The mining method employed in extracting the thick horizontal bed of potash may be described as a double-entry room-and-pillar system. Mine development is kept well in advance of extraction operations, and a three years' supply of ore, at least, is always available. Limits of the orebody have not been determined, and in the present system of mining headings are advanced by a "shortwall" method. This was the first potash ore bed developed in the United States. The nature of the deposit, therefore, was unknown, and it was deemed expedient to outline a conservative mining policy. Later, when more is known about the deposit and certain control ascertained, a "longwall" panel retreating method may be found advisable. The necessity for a domestic supply of potash became a national issue previous to and during the World War. The United States Govern-ment came to realize that this country should not be dependent upon foreign sources of potash, and began extensive explorations in many parts of the country, seeking an orebody that would meet the exacting require-ments of the domestic market. The Department of Interior, through the Geological Survey and Bureau of Mines, made every effort to determine the location of potash deposits and encouraged their exploitation by private capital. Through the combined efforts of the Department of Interior and private industry, the deposit now being worked by the United States Potash Co. was discovered and brought into production.

Jan 1, 1936

By S. P. Kinney, G. St. J. Perrot

Consumers of metallurgical coke are agreed that the quality of their fuel plays an important part in the performance of the furnace. Less unanimous agreement is evident when the properties of a desirable coke are discussed or when consideration is made of suitable testing methods by which the worth of a coke for metallurgical purposes may be determined quantitatively. Much has been written of the importance of combustibility as a factor in determining the performance of coke in the blast furnace and it is generally believed that cokes vary widely in this respect. The usual operating data of the furnace afford little evidence as to the combustibility of the fuel. As a part of a general investigation of the properties of metallurgical coke, the Bureau of Mines has explored the hearth combustion zone in a number of blast furnaces by means of water-cooled gas sampling tubes driven into the hearth through the tuyeres. The attempt has been made to determine the difference in combustibility of cokes varying widely in physical properties. Data have also been obtained in an experimental combustion furnace at the Bureau laboratories in Pittsburgh. This paper gives the results of experiments, made at eleven blast furnaces, in which the composition of the gases was determined at various points in the hearth in the plane of the tuyeres. Further work is in progress in which the zone above the tuyeres will be explored. Factors Affecting Coke Combustibility Brassertl has defined combustibility as the rate of progression of combustion, or, in other words, the speed at which the carbon molecules

Jan 1, 1923

By Noel Stearn

WHEN the Age of Machinery was suddenly thrust upon civilization about the beginning of the 19th century, an unprecedented demand for mineral resources sprang up. This demand brought about the rapid development of the known ore deposits and the discovery of such other deposits as could be encountered by energetic and canny prospectors. Thus in the countries now reasonably accessible nearly all orebodies have been located except those which are totally concealed even from the eyes and "senses" of experienced and expert prospectors. The high rate of exhaustion of known ore deposits and the necessity of looking farther and farther ahead for raw materials as a matter of insurance on the stupendous capital outlays involved in mining, development, and conversion operations, have resulted in exceptional activity in three different fields of effort. The first is purely geographic. Prospectors are now penetrating the few hitherto inaccessible regions in the hope of stumbling upon exposed ore deposits or locating visible indications of their presence. The second is chemical. Industrial chemists and metallurgists are seeking to facilitate the exploitation of lower grade ores or to find methods of recovering valuable metals from common substances. In the third field of effort lie the activities of the economic geologist and the mining engineer, who endeavor to locate concealed ore deposits which would remain hidden from the prospector no matter how expert or conscientious he might be. Obviously the task which such a man must face is both exacting and indefinite, and the tools which he has heretofore been permitted to bring to it are, for the most part, abstract-a knowledge of certain fundamental principles and processes involved in the origin, occurrence, structure, and distribution of deposits of natural resources and of the rocks which form the environments of those deposits; and a process. of reasoning by analogy supplemented by the use of the diamond drill, or such artificial exposure as -the test pit, trench, shaft, or tunnel.

Jan 1, 1928

By James T. Kemp

SOME interesting and, to American eyes, rather unusual processes for refining impure aluminum derived from scraps were found by American and British investigators who went into Germany in 1945 for the Technical Industrial Intelligence Committee Of the Joint Chiefs of Staff. What was found was recorded in a series of reports (see page 14), many of which have been released for general reading. This paper gathers under one title and summarizes the German work in refining light metal scrap. Reference must be made to the original reports for greater detail. Basically, the occasion and stimulus for the German developments in treating light metal scrap were hard necessity. Germany needed the metal for a rapacious war industry. Adequate supplies of new aluminum from reduction works were not assured. Great quantities of airplane and other light metal war scraps were forecast. It was evident that the scrap metal would have to be reabsorbed by the producing industry and would have to be kept of good quality. The normal current production of manufacturing scrap was being and could be consumed as generated. It offered no technical problem. The mixed scraps, especially those arising from crashed and decommissioned airplanes, however, presented problems of another kind. AIRPLANE SCRAP The recovery of usable aluminum alloy from the mixed assemblies that made up the piles of airplane scrap was attacked in different ways by different groups and with differing degrees of success. Three procedures actually were used On a commercial scale, one was in pilot-plant stage and another had come to a halt in the laboratory a year before Germany collapsed. Four of these five processes actually involved "refining"; that is, some measure of purification of the metal after melting. SORTING AND SEPARATION ON A SLOPING HEARTH The simplest procedure for utilizing airplane scrap involved no refining in the strict sense of the word. This was the practice adopted by two representative plants visited by the author, the Leipziger Leichtmetalle Werke, Rackwitz, Saxony, and the Vereinigte Leichtmetalle Werke, Hanover. These firms did essentially the same thing that was done in England but not with equal success, to judge by their shorter experience, the smaller tonnage handled and by the number and quality of alloys produced. The two German firms named rough-sorted scraps by their easily recognizable alloys, essentially by part and shape. They used hand labor to chop and hack and tear apart. The easily separated heavy metal and nonmetallic scraps were discarded as they were found. Steel and the higher-melting-point metal parts riveted to aluminum or built into

Jan 1, 1947

By Edgar C. Bain

In studying the structural characteristics of martensite it is desirable that a clear conception of the material from which martensite is produced should first be obtained. Any theory of its formation and structure incompatible with the facts of its parent substance, austenite, can be eliminated with little consideration. Austenite is the name applied to solid solutions of carbon and other elements in gamma iron. At temperatures above about 900" C. (1650" F.), pure iron exists in a system of crystallinity1 entirely different from the crystal structure below that temperature. This high-temperature allotrope of iron is of an atomic structure associated with great ductility, having very manifold symmetry and an abundance of easy slip planes. The exceptionally ductile and malleable metals (gold, silver, platinum, copper, aluminum, and nickel) have this same atomic arrangement— the face-centered cubic. The low-temperature allotrope of iron, alpha iron, the solid solutions of which are known as ferrite, has a body-centered cubic arrangement of atoms. Like it, in crystal structure, are the less ductile and malleable metals, molybdenum, tungsten, titanium and chromium. Fig. 1 shows the two atomic arrangements known in iron; the diagrams are drawn to scale. Either of these modifications of iron may dissolve other elements in the solid state; by so doing, the temperature of the transformation is changed. In general 2-7, it appears that a solid solvent metal dissolves a metal solute by substituting foreign atoms in its own space lattice. Thus, iron may dissolve nickel in either of its crystalline forms by permitting an atom of nickel here and there to occupy the normal position

Jan 1, 1924

By Raymond Mancha

The number of installations of propeller mine fans completed during the years of 1936 and 1937 is evidence of the increasing popularity of the propeller fan with the American mining industry. During the period from 1931 to 1936, there were several different low-pressure, low-efficiency propeller fans available, which filled a definite need in replacing inefficient centrifugal fans operated at comparatively low pressure by means of purchased power. Since 1936, however, the trend toward the propeller fan has greatly increased, as propeller fans are now available practically without pressure limitations and capable of efficiencies high enough to warrant replacement of efficient centrifugal fans in many instances. Few manufacturers of propeller mine fans base their fan-operating characteristics upon similar test methods, primarily because of inadequate facilities for testing in the factory and the need of a test code incorporating a calibrated duct or nozzle that makes possible the testing of large propeller fans quickly, accurately and without prohibitive expense and space requirements. As a result, fan manufacturers have resorted to various methods for testing large propeller fans in the factory, and different yardsticks have produced uncomparable and often inaccurate performance data. It is the purpose of this paper to describe and discuss in detail the test procedure of the Jeffrey Manufacturing Co., which has been proved both accurate and practical. Fig. 1 shows a plan, a side elevation and two end elevations of the test duct with a propeller fan of the exhaust type in place. Testing propeller fans exhausting permits greater accuracy than testing these fans blowing, because in the former uniform flow conditions are more easily established at Pitot tube stations where fan pressure and air-volume measurements are desired. Any residual rotation remaining in the air discharged from a propeller fan blowing into a test duct must be removed before an attempt is made to obtain accurate pressure and volume readings. Although various devices for straightening the air may be placed between the blowing fan and the volume-measuring station without resulting complications, uniform flow so obtained at the pressure-measuring station necessitates corrective calculations to compensate for duct resistance

Jan 1, 1940

By Kenneth B. Barnes, George H. Fancher

With the advent of water-flooding into active commercial usage in half a dozen areas in the Mid-Continent, the process passes the experimental stage and joins other methods and processes now in use which have been found suitable in one oil field or another in securing a more profitable production than has existed heretofore. The use of the air-gas lift, acidization, pressure maintenance and repressuring have presented their problems in economics and engineering during their introduction and extended application. When a new field is discovered or attention is turned to an old producing area in which these methods have not been considered, it is to be expected that these problems again arise. While some information is available as to the results obtained by water-flooding in a few localities in the Mid-Continent, the extrapolation of the sand data on which the results are based, for even generalized use in other areas and fields in the region, is hazardous. It is precarious to assume that the same physical condition will obtain in a sand over more than small, special areas. This paper is concerned with a brief presentation of such data as are available to the authors on existing operations, a survey of the region and extent to which application of the method seems most likely to be made, an estimation of the crude reserve existing for such operations, suggestions as to the importance of core analysis in guarding against uncontrolled floods and its usefulness in predicting ultimate recoveries, and comment on some of the economic phases involved. These subjects, as concerned with water-flooding in the East (notably Bradford, Pennsylvania), have been discussed in detail in the literature and are generally well known. Especially is this true of discussions of the mechanical equipment and various lease layouts and development patterns for water-flooding.

Jan 1, 1936

By D. C. Hilty, W. Crafts

Determination of the solubility of oxygen in iron containing silicon, or manganese, or both, has confirmed the earlier work on silicon, shown that manganese is more effective than expected, and has demonstrated that the combination of silicon and manganese is a much stronger deoxidizer than might have been inferred from their individual effects. SILICON and manganese are of primary impor-tance in the deoxidation of steel, and a study has been made at the Union Carbide and Carbon Research Laboratories, Inc. of the solubility of oxygen in iron in the presence of silicon and manganese, singly and in combination, as a basis for more effective control of inclusion formation. The investigation was carried out with the same equipment and experimental procedure that were used in the determination of the oxygen solubility of iron containing aluminum'. The heats were melted in a rotating crucible furnace under an argon atmosphere. Bath temperatures were controlled by platinum/platinum +10 pct rhodium thermocouples to attain equilibrium at 1550°, 1600°, and 1650°C, so that oxygen solubility isotherms were determined directly without requiring calculation from a temperature coefficient. A detailed description of the furnace and procedure is given in the paper on aluminum deoxidation1. Oxygen solubility in the presence of more than 0.10 pct silicon was found to approximate earlier determinations closely, but some deviation was observed at lower silicon contents. Manganese appeared to be more effective than had been anticipated. The combination of silicon and manganese lowered the solubility for oxygen markedy as compared with either silicon or manganese alone. Although the solubility for oxygen in the presence of both silicon and manganese represents only a part of the information needed to control inclusion formation, it suggests a partial explanation of the benefits of this combination that have been observed in practice. Manganese and Oxygen in Liquid Iron: The study of oxygen in iron in the presence of manganese was carried out in magnesia crucibles of the type furnished commercially for laboratory induction furnaces. Alumina crucibles were unsatisfactory, because the work on the aluminum-oxygen equilibria in iron' had shown that merely melting iron in an alumina crucible limited the solubility of oxygen to a level considerably below that anticipated for moderate concentrations of manganese. Silica crucibles appeared unsuitable because of the dangers of excessive fluxing by the melt. Moreover, as will be shown later, melting iron in a silica crucible also limits the oxygen content below that in equilibrium with

Jan 1, 1951

By J. E. Johnson

It is the purpose of the present paper, while not excluding chemical considerations, to deal more extensively with some of the physical and mechanical aspects of the blast-furnace process, and to point out its dependence, in these respects, on well-known laws. The quantity and cost of ore and flux required to make a ton of iron being determined by circumstances over which the furnace-man, under given conditions as to quality and quantity of product, has commonly little control, the principal item of cost, apart from the saving of labor, which he can aspire to reduce, is that of fuel. To determine the limits of possibility in this direction is clearly the first step in a practical inquiry; and this step is represented herewith in Fig. 1, a diagram showing the total useful effect obtained from a pound of fuel under various conditions, and thus permitting direct comparison, under any given conditions, between actual results and the maximum possible results. The following statements will explain the basis upon which this diagram has been constructed. One pound of fuel, containing 90 per cent. of fixed carbon (which represents average conditions), is taken as the unit. The degree of oxidation of the carbon is measured by the ratio of the two oxides of carbon contained in the top-gases. It is necessary to remember that a considerable quantity of carbon is brought in as carbon dioxide by the flux, and to take account of it and of its condition. It is here considered that the carbon dioxide liberated by the limestone does not affect the analysis of the top-gases, and that the ratio of CO to CO2 will remain unchanged by the addition of limestone; enough CO, being reduced by the solution

Jan 1, 1906

By M. D. Cooper

For the purpose of obtaining some first-hand data in regard to the shooting down of coal in bituminous mines, it was the writer's good fortune to be employed as a shot-firer for almost one year. In all, 6020 shots were fired by him during this period. All of the work was done in what is known as the South Main section of the No. 2 Mine of the Ellsworth Collieries Co., Ellsworth, Pa., a subsidiary of the Lackawanna Steel Go. Position of Shot-firing in the Cycle of Operations The established practice of the Ellsworth Collieries Co. calls first for the undercutting of the coal by electric chain machines across the face of the entry or room. This is followed by replacing any posts removed by the machine-runners, or the setting of new posts or timber, as may be required. After this has been done the machine cuttings are loaded into cars. Then the coal is spragged, and a shot hole drilled to the depth of the undercut. Next in order, the shot-firer loads the hole and fires the charge. The working place is then cleaned up, timbered if necessary, the sides and face squared up, and loose material taken down. The face is again ready to be undercut. Materials Used Permissible explosives were used exclusively in blasting coal. These were Carbonite No. 2, a nitroglyccrine explosive; and three different makes of ammonium nitrate explosives, Tunnelite, Red H, and Mine-ite 5-D. The last-named was used during the greater part of the period. It is interesting to note that even at the beginning of this work, the gases resulting from the explosions of the charges caused no especial distress on. the shot-firer's part and this continued to be the case except on the occasions when a change was made from one class of explosive to another.

Jan 1, 1918

By Carl Henrich

Jan 1, 1890

By John M. Dealy, Robert D. Pehlke

Values for interaction parameters in nonferrous systems, as calculated from published data, are tabulated and discussed. The influence of temperature on the parameter is derived and compared with the results of the literature study. Wagner's relationship between the interaction parameter and the self interaction coefficients is compared with the tabulated data. A problem which has been of considerable interest in the field of metallurgy is the prediction of the effect of one alloying element present in dilute concentration on the thermodynamic properties of another dilute alloying element. Ultimately, the prediction may be accomplished entirely from statistical mechanical considerations. At the present, however, the problem remains unsolved since liquid solution models which are simple enough for analytical treatment are inadequate for such purposes. Thus, we desire some means of organizing the information on dilute systems which will serve as a guide for further study on interactions in dilute alloys, and also provide a basis for the utilization of thermodynamic data in the engineering design of alloys.

Jan 1, 1963

By D. S. Jacobus

COMPRESSED-air motors are specially desirable, if economically practicable, for underground haulage, because they require no fuel, involve no danger of fire, and not only avoid heating and fouling the atmosphere with smoke and combastion-gases, but by the emission of expanding fresh air, cool and improve it and aid ventilation. The highest developments in the use of compressed-air motors for locomotion are to be found, in the opinion of the writer, in the principles of the Mekarski car-motor as applied to street tramways, and it is thought that notes taken regarding this system, during a recent trip to Europe, where two plants are in successful operation, at Nantes and Vincennes respectively, will be interesting to mining engineers. The plant at Nantes operates a street-line 5.2 miles long, requiring about twenty motors; the one at Vincennes about 7 miles of road. Each car at Nantes carries its own motor. At Vincennes, however, the motor-car is arranged to tow a second car containing no motor. The road at Nantes is the older, having been in successful operation for ten years, during which time neither the American consul, Mr. Shackelford, who has resided at Nantes for about five years, nor the vice-consul, Mr. Bennett, who has been at Nantes ever since the road started, has ever seen anything go wrong with the motors. DESCRIPTION OF THE RAILROA at Nantes. Motor-Car.—Two small engines are connected' so as to rotate the front axle of the car, a reversing lever being used to alter the cut-

Jan 1, 1891

By AIME AIME

NO FEATURE of the annual meeting is considered more important at Institute headquarters than the assembly of delegates from the various local sections and divisions. There the president of the Institute and other officials may learn at first hand what the members are thinking and doing in every part of the country, and the delegates, in turn, may find that head- quarters is not a group of more or less cold-blooded New Yorkers whose primary function is to send out annual bills for $15. This year, the section and division delegates required three sessions to thresh out the matters of common interest: Monday morning and afternoon and Thursday afternoon. They were also guests of the Institute at the Directors' dinner on Tuesday night, and at the Directors' meeting afterward.

Jan 1, 1932