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By Clyde E. Williams

THIS review of the progress made in iron and steel metallurgy during the past year is confined to developments in this country. It attempts to give examples to illustrate progress made rather than to appraise results. As a result of the gradually diminishing supply of rich iron ores and of predictions made as to the probable life of the iron-ore reserves of the Lake Superior District, attention of iron and steel executives was directed to the question of beneficiation of iron ores. Laboratory and plant-scale experimental work was conducted on the wash ores .of Minnesota and an investigation, was, begun on the Old Range low-grade ores.

Jan 1, 1931

By John D. Sullivan

ALUMINUM and magnesium plants in the United States underwent enormous wartime expansion which made many wonder if ghost plants would result when industry swung back to a peacetime basis. Production capacity of primary aluminum ingots was stepped up from 150,000 tons annually to about 1,150,000 tons; magnesium production increased from 2500 tons in 1936 to nearly 200,000 in 1943, with a production capacity of some 300,000 tons. Not only was primary metal production enlarged but also the capacity of prime fabrications such as castings, forgings, extrusions, and sheets was correspondingly increased. In mid-December it was estimated that production of primary aluminum ingots in the United States in 1946 will be about 410,000 tons while consumption will be about 500,000, close to half of the wartime consumption. The 1946 estimated consumption of secondary aluminum is 200,000 tons. The critical shortage of soda ash is hindering production of primary metal, and the outlook for an early relief of this shortage is dark.

Jan 1, 1947

By Harry H. Angst

The history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. 'She elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,090 tons of 012 and 18,000 tons Of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4½-cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. Equipment On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-diii~lp trucks rather than smaller trucks, for the following reasons: I. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4½-cu. yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1943

By Harry H. Angst

The history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. 'She elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,090 tons of 012 and 18,000 tons Of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4½-cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. Equipment On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-diii~lp trucks rather than smaller trucks, for the following reasons: I. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4½-cu. yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1943

By Lawrence Adler

MINE hoist ropes have hitherto been selected by successive approximation, a process both tedious and inexact. The proposed expression is a readily solved synthesis of existing data and the following standard equation:' [ W + Wr + (W + Wr) -a 9 (W + W)f + b] n=T [1] For convenience, a glossary of all terms appears on page 564. Since rope weight (W,) and bending load (B) are functions of unit rope weight (Wv), which in turn is a function of rope strength (T), W, and B can be expressed in terms of T. W, as a Function of T: A study of the curve in Fig. 1, unit rope weight vs strength, yields Eq. 2: W. = -f- [2] Therefore Wr = WvL = T. [3] iv B as a Function of T: From Fig. 2, unit rope weight vs diameter, Eq. 4 is obtained: W, = 1.6d2 [4] B is related2 to d and D, and d has been expressed in terms of W, by Eq. 4, so the curve B vs W, (Fig. 3) gives Eq. 5: 177,000 177,000 This may readily be checked from the expression3 for a 6x19 rope, i.e., d3 B = 288,000D Since d2 = 0.625 W, and N = substituting d into the above expression gives Ea. 6: 180,000 180,000 B T, which will be used. [6] Into Eq. 1 substitute Eq. 3 and Eq. 6, noting that f=0.02: W + T 1.02+=T. [7]

Jan 1, 1958

By A. B. Stickney

UPWARDS of 200,000 engineers in this country are sufficiently interested in engineering as a profession to have joined a society, but not over 10% of them belong to any one society. There is a widely-felt need of an over-all organization of all the societies to act as spokesman for all engineers on matters of common concern. On a local basis, over 100,000 engineers in 35 metropolitan areas have organized themselves into local councils, and are doing an effective job of intersocietal co-operation within their sphere of activity. In the last few years much has been said and written about a similar organization on a national scale. Everybody wants iteverybody is talking about it-it's in the air-it's coming-it's inevitable. Although it is no longer necessary to talk about why or whether there should be such an organization, there is no such unanimity about what it should be like. This paper outlines a proposed organization by answering four questions-who, how, what, and who will pay for it.

Jan 1, 1946

By Carl F. Floe, Michael B. Bever

ACCELERATED by the demands of war, research and development work in nonferrous physical metallurgy has continued at a rapid pace during the past year. In particular, advances have been made in processing and fabrication, especially of the light alloys, and in the surface treatment of metals. Theoretical physical metallurgy, although less active, has not been neglected and the year has brought forth some -notable contributions to our understanding of the fundamental structure of metals and their behavior in service. Of course, much work that has been done cannot be publicly discussed because of wartime restrictions.

Jan 1, 1945

By Henry H. Angst

Tim history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. The elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,000 tons of ore and 18,000 tons of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4 1/2-cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. EQUIPMENT On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-dump trucks rather than smaller trucks, for the following reasons: I. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4 ½ -cu, yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1941

By Arthur L. Hawthorne

10.1-1. Relative Position of Maintenance as Compared to the Overall Mining Costs. The basic issue regarding the importance of maintenance in the modern mining industry must be faced squarely by the top manage- ment of each company before any real progress can be made in organizing a maintenance program for optimum effectiveness. Just a few decades ago the maintenance at coal mines consisted primarily of a blacksmith for sharpening picks and shoeing mules; as a result, probably less than 5%of the total mining cost went to maintenance and some 80% was operating expenses (operating labor). With each succeeding advance in equipment design towards larger, more complex, and more productive units, the pendu- lum swings the other way. As an example, haulage trucks have progressed through various stages in the past 20 years from 15-ton units to a 240-ton truck now in the "shakedown" or experimental stage. The following com- parison between 15-ton, 50-ton, and 100-ton haulage trucks clearly illus- trates this changing cost pattern in terms of percent of overall costs for running each size unit. [Maintenance 24% 44 % 51 % Operating labor 59 % 33 % 16% Operating supplies (fuel oil) 4 %. 4% 3% Labor burden and vac. pay 6 % 4% 3% Depreciation Total] From the preceding figures it is interesting to note that, as a rule, operat- ing costs go down as the equipment gets larger and the maintenance costs increase with the larger units. This same trend in cost variation applies to nearly all mechanical equipment used in surface mining from the large

Jan 1, 1968

By S. F. Emmons

Jan 1, 1899

By Harry H. Angst

THE history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. The elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,000 tons of ore and 18,000 tons of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4 ½ -cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. EQUIPMENT On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-dump trucks rather than smaller trucks, for the following reasons: 1. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4 ½ -cu. yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1941

By D. J. Cox, J. P. Conway, A. E. Gooch

A two-year test conducted by the USBM's Spokane Mining Research Center (SMRC) has proven the feasibility of the yielding rockbolt, a concept which may prove very useful to the mining industry by providing ground support under a variety of conditions. The yielding rockbolt was originally developed in South Africa3 to overcome the limitations of conventional bolting in rock subjected to high-stress or rock burst conditions. The yielding effect is obtained by fitting the bolt prior to thread rolling with a smooth-bore die of internal diameter slightly larger than the shank diameter but smaller than the rolled thread diameter.

Jan 4, 1977

By George Otis Smith

WHAT American can enter this Western empire without his imagination being stirred by the stories of its past-yes, and even more by visions of its future! Whether we travel by rail or by auto, our pathway has its traditions of exploration and its records of early settlement. The mountain passes and the routes used by today's commerce are lasting memorials of the pathfinders whose unconquerable purpose was to search out a way-Lewis and Clark, Bonneville, Pike, Long, FrBmont, their names still live in your rivers and lakes and peaks. It was the glory of these adventurers that they spied out the land so that others might follow that long pro- cession of pioneers who occupied the new country- fur traders, gold miners, cattlemen, and homesteaders. Each of these pioneers attacked the problem of transportation in his own way, and each sought by his own method to win the resources whose richness had been reported by the pen of the Government explorer or by the swift rumor of the unnamed and unfamed adventurer. Trails were worn deep by these home or fortune seekers as they passed through the mountain barriers in successive waves-and these were waves that did not ebb, for this was an army of occupation. Along these main pathways of the West, as one historian has pointed out, the figure of chief interest was the sad- faced woman sitting on the front of the covered wagon.

Jan 1, 1926

By A. S. Nowick, E. S. Machlin

ONE of the main criteria used to rate the heat-resisting properties of alloys is stress rupture.1 During a stress-rupture test a tensile specimen is held under a constant load at a constant temperature until it fractures. The chief measurement made during this test is the time required for rupture at the specific test stress and temperature. It was found empirically from a series of stress-rupture tests at a constant temperature that when the logarithm of the time for rupture is plotted against the logarithm of stress a straight line is obtained within experimental error.2~3 This method of showing stress-rupture data has been adopted by many investigators and the KACA.4 By interpolation and extrapolation from these plots, values of the stresses required to rupture the specimens (the rupture strengths) in 10, 100, and 1000 hr are obtained for specific temperatures. Alloys are then rated for a particular application on the basis of their rupture strengths at the rupture life that most nearly represents the application. Inasmuch as stress rupture is an important criterion in rating heat-resisting alloys, it would be advantageous to know the quantitative dependence of the time for rupture on stress, temperature, com- position, and structure. In order to obtain this information, an investigation was made at the KACA Cleveland laboratory during the spring of 1945. The theory of rate processes was used because it has been found to apply to certain processes such as chemical reactions, viscous flow, and creep that occur at a definite rate for given conditions. It was thought that stress rupture was such a process. An equation was derived that gives, for a given com- position and structure, the dependence of the time for rupture on stress and temperature. The investigation is part of a general program to provide information that will lead ultimately to the development of better alloys in order that the efficiency and power output of gas turbines used in aircraft propulsion can be increased. THEORY The theory of rate processes will first be discussed as a general theory. It will then be shown that if stress rupture of heat-resisting alloys can be treated as a rate process, certain equations must be satisfied. Later sections will then show that these equations are satisfied. General Theory of Rate Processes The theory of rate processes5 eveloped by Eyring and others has been applied to chemical reactions as well as to other processes such as viscosity of liquids and diffusion. In every case in which rate- process theory can be applied, there is a small subdivision, so that the macroscopic process is the net effect of all the small processes. This smallest subdivision is called the "unit process.'' For example, in a chemical reaction the unit process is

Jan 1, 1947

By Leroy Gardner

EVERY reader of this paper is well aware of the fact that the prolonged inhalation of large amounts of free silica dust results in fibrosis of the lungs, and that other inorganic dusts, except those of asbestos and the mineral poisons, are thought to be relatively harmless. But probably few have had opportunity to visualize the effects of silica, asbestos and other minerals upon living tissues. The ideal demonstration would be based upon sections of lungs from human beings that had inhaled com-parable concentrations of different dusts for a unit period of time. Such material is generally difficult to obtain and in some instances is of ques-tionable value because the subject has been exposed to more than one kind of dust. A demonstration could be prepared from the lungs of animals. However, so many months or even years are required to com-plete the exposure to each kind of dust that enough material has not been accumulated. For a general survey of the action of different types of dust, I am therefore compelled to use the tissues of animals that have been injected with suspensions of dust particles. The injection method offers certain advantages. The quantity, the particle size and the state of dispersion can be controlled with sufficient accuracy so that the tissue responses to different minerals can be accu-rately compared. The method insures contact between the tissues and the mineral particles; protective mechanisms, which may prevent the inhalation of certain types of foreign body, never come into play. If the pathway of injection be one that minimizes nonspecific injury, the tissue responses may simulate those produced by inhalation but they develop somewhat more rapidly. It should always be remembered that injection methods merely demonstrate the capacity of various kinds of minerals to provoke reaction in the tissues; whether the same substances are inhaled from atmospheric suspension and accumulate in the lungs in dangerous quantities can be demonstrated only by inhalation.

Jan 1, 1938

By T. M. Girdler

IN THESE perilous days of world- wide uncertainty, this Institute and the profession represented by it take on new importance in the economic life of the nation. I have long been impressed by the fact that the objects of the A.I.M.E. are purely professional and scientific. The country has benefited from your honorable tradition of adherence to those objectives over a period of 68 years. The Institute's policy of refraining from controversial matters - has made possible the serious, balanced, and uncolored consideration of the particular problems that come before it.

Jan 1, 1939

By Jacob T. Wainwright

This stove has been designed to meet the requirements of a fur nave that must be operated with either a reducing or a neutral flame ; and more particularly to make feasible the operating of re duction-furnaces with the cheaper grades of gas-fuel, which has heretofore been impracticable. In general, cheap gas-fuels result from incomplete combustion, and, being suited for further combustion, answer very well for heat ing purposes; and high temperatures may be attained with them, when they are used in conjunction with regenerative stoves. But, in operating a reduction-furnace, a high temperature is not the only requirement. It is also necessary that the fuel shall not be cansumed beyond a certain degree, in order to insure a re ducing flame for the reduction-process ; consequently, it becomes necessary to dispense with combustion as much as possible previous to the use of the fuel-gases in the reduction-furnace. Moreover, these gases must be preheated to a high degree, in order that a sufficient temperature may be maintained in the furnace; and, since this preheating cannot be accomplished by a previous, partial combustion of the gases themselves, it follows that the stoves for pre heating these gases should be heated to as high degree as it is pos sible to attain with an inferior fuel. This result can best be accom plished by complete combustion of the heating gases, and is further facilitated by preheating all of the air and gas used for this com plete combustion. It is more particularly desirable to preheat the air, since the combustible gases used may generally be obtained directly from the furnace, or gas-producer. The reducing gases, escaping from a gas-fuel reduction-furnace, are capable of considerable further dilution with air to secure com plete combustion, and consequently may be utilized for heating the stove to a high temperature, provided the air be sufficiently preheated.

Jan 1, 1889

F. G. SMITH, Waterbury, Conn.-I would like to ask whether small amounts of iron give the maximum resistance at a low temperature, and if the large amounts of iron raise the temperature at which the maximum resistance occurs? That is, with a small amount of iron, will a maximum be at, say, 10°? F. E. BASH.-With the small amount of iron, the maximum is at a lower temperature, and with the increase of iron, the maximum increases; it seems to come to a maximum and then decrease; that is, increasing the iron up to a certain value increases the temperature at which there is a maximum of resistance, and any increase of iron beyond that value will start decreasing this temperature. With 2 per cent. of iron, the maximum is lower than for 1.5 per cent. which was the value that we found to be satisfactory. F. L. DRIVER,* Jr., Harrison, N. J.-I would like to ask what chance there is of the instrument companies getting together and deciding on standards for both manganin and constantan? We make both of these alloys in this country and we find that each one of the instrument com-panies who buy these materials require different standards of specific electrical resistance and thermal e.m.f. For instance, some of our cus-tomers require an electrical resistance in manganin or therlo of 240 ohms per circular mil foot and others require it with a specific electrical resist-ance of 270 ohms per circular mil foot. They buy these alloys in relatively small quantities so that it means much extra melting and supervision when making up small quantities for each consumer. If something could be. clone to eliminate this, it would be a benefit to the instrument com-panies, who could secure their material more cheaply, and to the manu-facturers, who would not have to spend so much time and effort in special manufacturing.

Jan 12, 1919

Jan 1, 1916

By Norman D. Fitz Gerald

THE growth of domestic requirements for motor fuel has been phe-nomenal, rising year after year in a fashion almost unique among com-modities, resisting depressions and forging rapidly ahead in times of prosperity. Consumption advanced from 226 millions of barrels in 1925 to 522 millions of barrels in 1938; or 130 per cent. The economic influ-ences generating and sustaining this demand are of vital concern to the petroleum industry. The general factors affecting utilization of motor fuel are well known but it is the purpose of this paper to employ the recently developed technique of economic dynamics to describe them mathematically. Such problems in economic analysis are complicated by the freedom of all the variables to fluctuate, their mutual interdependence, changing incidence upon one another, and the nonquantitative character of some of them. Economic quantities and relationships, unlike those of the physical world, are continuously changing and this dynamic characteristic is both a distinguishing and confusing feature in economic research. The com-plexities of the problems require application of the analytical devices of mathematical statistics to uncover the probable relationships between factors. The procedure employed is to formulate a logical relationship linking the dependent to the independent variables, and then simul-taneously, rather than sequentially, determine their separate effects by multiple correlation. This transformation of common knowledge to quantitative terms makes it possible to measure the probable effects of changing conditions upon requirements, assisting in the sound interpreta-tion of economic policies. The utility of the results of such dynamic analysis is in sharp contrast to the sterility of the trends and other simple empiricisms of descriptive statistics. It is not intended in this study to throw light on the reasons why any motor fuel at all is consumed; but to discover relationships explaining why more was consumed at one time than at another. Specifically the prob-lem is confined to the measurement of the influences of statistically

Jan 1, 1940