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By R. F. Mehl, B. Lustman

The formation of intermediate phase layers in cementation processes has been subjected to extensive qualitative investigation though to relatively little quantitative study; this work has recently been fully summarized by F. N. Rhines.' It is necessary here only to cnumerate the general conclusions drawn concerning the kinetic laws governing the growth of intermediate layers and to state what is known concerning the structural changes accompanying the generation of phase layers. I. When the intermediate phase is protective in type—i.e., when its density is less than that of the base metal, so that a continuous coating is formed and maintained—the isothermal growth of the phase follows a simple parabolic equation: X2 = kt [i] where X is the thickness of the alloy layer, k thc reaction rate constant, and t the time. The applicability of this equation to diffusion processes is tested by plotting the square of the thickness versus time, or by plotting the thickness versus the square root of time; the resultant achievement of a straight line in such a plot has been considered sufficient proof of the validity of this equation. Exceptions have been found where liquid phases are involved in the reaction, where the diffusion layer is cracked,2 and where thin semimetallic oxide and sulphide coatings are formed on metals.$ In the first two cases the thickness increases linearly with time, and in the latter it is a logarithmic function of time. 2. The rate of thickening varics with temperature according to the Arrhenius equation: k = Ae-Q/RT [2] where k is the parabolic rate constant of Eq. I, or some other rate-descriptive function, A is the action constant, e the base of natural logarithms, Q the heat of activation, R the gas constant, and T absolute temperature. This equation has been found to be generally valid except when transformations occur during reaction in either the base metal or in the reaction layer; in such instances Eq. 2 is still applicable with different values for the constants A and Q above and below the transformation temperature. 3. Ali phases that are stable at the temperature at which diffusion occurs will appear in the interdiffusion of two components. In some cases certain of the phases may be too thin to be observed and identified easily. Nonequilibrium phases have never been noted in thick reaction layers; i.e., layers of a thickness that may be discerned microscopically. The relative thickness of each phase in a diffusion layer is proportional to the concentration gradient and to the rate of diffusion in that phase.4 The reaction layers tend to have a

Jan 1, 1942

Jan 1, 1942

By F. Cadena

Hiwassee Darn, now under construction by the Tennessee Valley Authority on the Hiwassee River, a tributary of the Tennessee River, will require aggregate for approximately 800,000 cu. yd. of concrete. Near the damsite deposits of natural sand or gravel are not available and graywacke, a rock that is found in abundance, suggested itself as a likely source of manufactured aggregate. Graywacke is a metamorphosed sandstone composed principally of a mixture of quartz (65 per cent), mica (25 per cent), and feldspar (10 per cent). Other minerals are present in negligible amounts. The rock varies in different parts of the quarry from very fine to a coarse grain containing particles of about ¼ in. maximum size, although the bulk of the deposit is medium grain. Extensive tests showed that graywacke would be suitable as a source of both coarse and fine aggregates. The aggregate plant available for use at Hiwassee Dam consisted of the coarse-aggregate and sand plant used on the Norris project. The coarse-aggregate plant had also been used at Chickamauga Dam. Although most of this plant equipment is now in use at Hiwassee, the present flowsheet is not only different from that at Norris and Chickamauga but is also unique as compared to the flowsheet of the average crushed-stone aggregate plant. It is hoped that this paper will show the importance of proper arrangement of equipment if the optimum in flexibility and capacity is to be attained. Flowsheet Rock is ioaded by 3-yd. electric shovels into 12-yd. dump trucks, which carry the rock to the primary crusher, a 42-in. Superior McCully gyratory unit set at 4¾ in. (Fig. 1). The primary crusher discharges directly onto a 42-in. inclined belt conveyor, which carries the product to a surge storage pile with a maximum live storage capacity of approximately 3000 tons. A concrete tunnel under this storage pile houses the feed end of a 36-in. belt conveyor (conveyor B) fed by a 36 by 66-in.

Jan 1, 1942

By W. H. Moore, E. T. Powell

IN the early days of mining in the Anthracite field, only the thicker and better seams of coal were mined, because of the limited mining and coal-cleaning facilities, therefore many of the thinner and less productive seams were permitted to remain unmined. With improvements in mining methods, the introduction of modem preparation plants, and the increased market demand for small-size coal, the thinner and more laminated seams have now become assets. In many instances these seams overlie the mined-out beds of the thicker and better seams, from which all recoverable coal was removed by the conventional breast-and-pillar method of mining. Some collieries in certain sections of the Anthracite field are now relying on these thinner and laminated seams. For the purpose of illustration, a large area in the Hickory Swamp-Ridge Basin of the western middle coal field has been selected, where as early as 1898 the No. 4, or Little Buck Mountain, seam was mined and pillars removed. The No. 5, or Buck Mountain, seam lying on a comparatively light pitch and with intervening strata of but 55 ft. of rock was not mined until 1935. Farther east, in the same basin the Nos. 8 and 9 seams, which are two splits of the Mammoth seam, have been mined and robbed and the workings have been abandoned since 1896. The overlying No. 9½ seam, or the upper split of the Mam- moth, and the No. 9¾ or 4-ft. seam remained virgin, with only an interval of 50 ft. of rock separating them, and with 40 to so ft. of rock strata separating the No. 9½ seam from the completely mined area of the Nos. 8 and 9 seams. These seams lie on a pitch of 45° on the south side of the basin and on 75° on the north side of the basin. Mining has been carried on in the 9½ and 9¾ seams for 3 years on both dips of the basin, for a distance of 3500 ft. In some sections the overlying strata of the thicker seams previously mined have settled without any apparent breaks in the upper strata, as indications have shown in the top split of the Mammoth; while in other areas the roof and bottom of this top split of the Mammoth have settled unevenly, thereby causing the bottom and roof to break into blocks. In attempting to mine over a large area of the No. 5 or Buck Mountain seam, a similar settlement has been encountered; the roof of the seam has been broken and a considerable amount of timbering has been necessary in order to make the mining of the seam possible. The conventional breast-and-pillar method, using shaker conveyors, has been used in the No. 5 seam, and a slant-breast method in the mining of Nos. 9½ and 9¾ seams. Mining OF Light-pitch Seams The No. 4 seam was mined and robbed by the conventional breast-and-pillar system. In this area the seam pitched from 5° to 25° on the north dip, averaged 8 ft. in thickness and had a slate bottom and a

Jan 1, 1942

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By Charles T. Holland

In connection with the problems of bumps in coal mines, much has been written concerning the manner in which roof action and methods of mining enter into the pressure effects observed but little has been written upon the relationship between the physical properties of coal and associated rocks and the cause of bumps. The question of the strength of bituminous coal, of its elasticity, and the energy it can absorb and store has been neglected to a considerable extent in connection with this problem. It is generally agreed that one of the necessary conditions for bumps is a strong coal.' Therefore, since the strength of coal is an important factor, a study of this property should be made. several investigators have conducted laboratory experiments upon the strength of coal, using small cubical or rectangular test pieces. An attempt will not be made to go into all of these investigations, but they are briefly summarized in Table I. Experiments of the U. S. Bureau of Mines and of Lawall and Holland (pp. 27 and 34 of ref. 9), however, indicate that regardless of whether the coal is a soft and weak semihituminous (Pocahontas No 3) or a hard and strong bituminous (Stockton) coal, the maximum ultimate unit stress developed in laboratory tests is higher in small cubes than in larger cubes of the Same coal.

Jan 1, 1942

By Earnshaw Cook, H. S. Avery, J. A. Fellows

TEe increased use of heat-resistant alloys (26 per cent Cr, 12 per cent Ni; 16 per cent Cr, 35 per cent Ni; 12 per cent Cr, 60 per cent Ni; etc.) in recent years has been accompanied by continued demands by the consumer for improvement in properties. The manufacturers of these materials, of necessity, have resorted to more critical studies of the basic causes of variations in fundamental properties. To keep pace with the need for augmented information, previous techniques of investigation have been refined and new test methods and instruments created. It is the purpose of this paper to describe the apparatus, experimental technique and precision of measurement that were employed in the exploration of properties of heat-resistant alloys presented in a companion paper. The detailed precautions in experimental procedure essential for attainment of accurate and comparable data at elevated temperatures cannot be too highly emphasized. The Creep Test Since the fundamental concepts of creep testing have been recognized for the past 20 years, present interest is restricted to refinements in equipment and experimental procedure. The creep-test iaboratory constructed for the American Brake Shoe and Foundry Co. is designed to permit I000-hr. tests in the temperature range of I200° to 2 200°F. with a choice of applied stress extending from jo to 50,000 lb. per sq. in. in increments of 50 lb. per sq. in. To simplify the calculation of weight combinations, the loading beams (Fig. I) are provided with counterweights to eliminate the tare. The precision of the knife-edges (10:I ratio) is such that a 10-gram weight placed on the upper specimen grip will be exactly balanced by a I-gram weight attached to the loading shackle. Check of the loading weights proved the maximum error to be 0.06 per cent. Axial alignment is provided by crossed knife-edges in the grip seats. The furnaces are similar in design to those of Crane and Company, Battelle Memorial Institute, and the U.S. Steel Corporation. An 80 per cent Pt, zo per cent Rh No. 19 B. and S. gauge wire is used as the heating element. The details of -construction are shown in the radiograph reproduced in Fig. 2. The windings are held in place on an alundum tube with aludum cement; the distribution of turns is adjusted to give a maximum temperature gradient of , I°F. over a 4-in. gauge length (Fig. 3). To avoid sharp temperature differentials at the ends of the test section, the length of the furnace is four times the gauge length. Sixteen-inch coupons are used „ to reduce the temperature of the threaded joints and thus to facilitate removal from the grips. Thermal losses are minimized by refractory insulators cut to shape and surrounded by diatomaceous ear,th. The taps

Jan 1, 1942

By Earnshaw Cook, J. A. Fellows, Howard S. Avery

Heat-resistant alloys of the higher nickel and chromium ranges have been empirically developed through the practical experience of the past two decades to a position of significant industrial importance. Few quantitative metallurgical data have been published, however, that could be related directly to engineering specifications and design. Inadequate information led to the inauguration, in 1934, of a research directed toward a better understanding of the properties and performance of these steels at temperatures between 1400° and 2000°F. Investigation was concentrated upon the 26 per cent Cr:I2 per cent Ni type, which owes its extensive application to an excellent combination of economy, strength and surface stability at elevated temperatures. The requirements of the oil-refining industry have been prominent in influencing the scope and evolution of the program. Creep strength at the maximum allowable deformation ranges has been employed to evaluate the merits of these alloys. Permissible elongation rates vary from 1.0 per cent in one million hours for turbine blades to I .o per cent in ten thousand hours for tube supports and heating-furnace equipment. Throughout this paper, the limiting creep stress (L.C.S.) for a given temperature has been defined as the stress that will produce a uniform elongation rate (stage 11) of one per cent in ten thousand hours as extrapolated from rates per hour for tests of less than two thousand hours duration. Certain current specifications require a minimum L.C.S. of 1600 lb. per sq. in. at I800°F., of 3600 lb. per sq. in. at 1400°F., and include a tensile acceptance test at room temperature, after aging for 24 hr. at 1400°F., as a measure of embrittlement in service. An elongation of 4 per cent is considered satisfactory for general use, while a minimum of 9 per cent is prescribed on occasion. Many differences of opinion concerning the properties and performance of these alloys appear to result from their sensitivity to unappreciated variations of chemical analyses which, for example, may change their L.C.S. from 3500 to 350 lb. per sq. in. at 1800°F. Within broad chemical limits, it is possible to balance the six or more important elements present to attain desirable properties with a number of different combinations. One method for adjusting the composition has been described under the sponsorship of the Alloy Casting Institute,' in which, by maintaining a substantially austenitic* alloy, optimum creep strength and minimum tendency to embrittle after aging are expected. Unless, however, the limits are undesirably close, it has not been possible to ensure a moderate range of strength and of ductility by any chemical specification alone. There is a definite need

Jan 1, 1942

By M. A. Grossman

The harden ability of most steels can be predicted within 10 to I5 per cent provided the complete chemical composition is known, including "incidental" elements; and provided the as-quenched grain size is known; and provided, finally, that the composition and heating temperatures for hardening are such as to result in austenite free from carbide particles. In the method proposed herein, the steel is considered as having a base hardenability due to its carbon content alone (the hardenability of a "pure steel" of the given carbon content, without any other elements), and this base hardenability is multiplied by a multiplying factor for each chemical element present. After multiplying all these together, the final product is the hardenability. Grain size may be taken into account either in the base hardenability or after the multiplication. Hardenability is stated in terms of "ideal critical diameter", namely, the diameter of bar, in inches, that will just harden all the way through (absence of un-hardened core) in an "ideal" quench, and the calculation may also be related to the Jominy test The data bring out certain features rather clearly. For example: i. It is quite useless to attempt to predict hardenability unless all elements, including "incidentals,,) are known; thus an "incidental,, chromium content of 0.20 per cent increases the hardenability by about 50 per cent. 2. The relative effectiveness of different alloys is sometimes unexpected; thus molybdenum when calculated in this way appears to be of the same order of effectiveness as manganese, rather than much more powerful, as would appear to be common experience; observe that an increase from no manaanese to 0.20 per cent Mn provides a multiplying factor of 1.67, and an increase from no molybdenum to 0.20 per cent Mo provides a factor of 1.63, an increase of over 60 per cent in each case. However, if to a steel containing 0.50 per cent Mn there is added "20 points of manganese," the factor is raised from 2.65 (for 0.50 per cent Mn) to 3.35 (for 0.70 per cent Mn), or an increase of only 26 per cent. Thus the fist small addition of an element has a much more powerful percentage effect than an equal further addition when some is already present, and in most cases the effect of molybdenum is considered in relation to a steel in which molybdenum is absent. 3. If two elements are equally effective, a greater hardenability will be obtained by using, for example, 0.5 per cent of each than by using I.o per cent of either of them alone. 4. A knowledge of the as-quenched grain size is essential for precise work, since a difference of only one grain size number (say No. 7 instead of No. 6) makes a difference of almost 10 per cent in hardenability (in these units); this, however, does not apply to certain It should be emphasized that in chromium steels (over 0.30 per cent Cr) and chrome-molybdenum and chrome-vanadium steels, un-dissolved carbides are likely to be present in the steel as quenched, and that in such cases the charts can indicate only a maximum Passible hardenability, whereas the extent of hardening actually obtained may be much less. Thus tests on a number of chrome-molybdenum steels have indicated a degree of hardening amounting to only 50 to 65 per cent of the maximum possible, and in chromium steels from full hardening (100 per cent) down to as low as 70 per cent. On the other hand, when the amount of such elements is small (Cr under 0.30 per cent, Mo up to 0.25 per cent in the

Jan 1, 1942

By J. T. Eash, N. B. Pilling

As a group, the alloys of iron, nickel and carbon are, in application, one of the most versatile of the ferrous alloy family, and while many investigations have been made of their properties and structure only a few attempts have been made to show the microstructural relation over a wide range of composition. It is neccssary at once to be clear about the kind of structural relation with which we are concerned. The equilibrium diagram provides quantitative data regarding structural make-up and its variation with temperature, but equilibrium structures often are far different from the technologically significant ones. This is particularly true of steels and cast irons, and some of the most important cornponents of their structure may have no place in the diagram of equilibrium. The fugitive phases that result from transFormation are dealt with in a highly detailed and descriptive manner in. the S-curves originated by Bain. The present effort lies in a still different field, which is to portray the relation between sweeping changes in composition and in resultant structure, under controlled but nonequilib-rium conditions of thermal treatment. The Guilletl diagram presented in 1903 was the initial attempt at such a correlation and frequent references to this diagram can be found in the literature even though later work has shown it to require considerable modification. Kase2 published in 1925 a diagram that was based upon observations of furnace-cooled melts: At low carbon contents this diagram agreed fairly well with experience in showing pearlite to exist in alloys containing up to 6 per cent nickel, and completely austenitic steels at 24 to 28 per cent nickel. At high carbon contents, however, irons were indicated as being martensitic at around 2 per cent nickel and austenitic at 12 per cent nickel; these interpretations are open to serious question. Based upon experience with steels and cast iron, Wickenden3 suggested a diagram that agreed fairly well with Kase's in the steel range but which presented a wide departure from it in the higher-carbon, high-nickel regions. In its broad picture, the Wickenden diagram is an approach to "practical" structures. Reference may be made at this point to the efforts of Marsh5 to construct an iron-nickel-carbon equilibrium diagram by the coordination of scattered data, which are described at length in the monograph cited. None of these preceding attempts has appeared to meet the need for an exposition of the structural sequence that is encountered in traversing the nickel-steel nickel-cast-iron range under what might be called ordinary departures from equilibrium. ExperimentaT. Conditions Since the intent has been to establish structures developed under arbitrary conditions, experimental details have perhaps more than usual importance. Three of these conditions should particularly be noticed: (I) the material was cast and not subjected

Jan 1, 1942

By E. E. Mason

THE Myrtle group of mining claims is situated on Barkerville mountain in the Cariboo mining district of British Columbia, west of the old mining town of Barkerville. An 1,800-foot adit, known as the Shamrock tunnel, was driven in 1935-36 from the Barkerville road and in the general direction of the Myrtle group. It was proposed to enlarge this adit to more convenient section, extend it 2,500 feet int0 Myrtle ground, and from there drive a main entry 3,000 feet along the length of the group. Several laterals were also to be driven off this main entry as part of the tunnel schedule. It was thus originally proposed to drive 5,500 feet of new adit and 1,800 feet of laterals, a total of 7,300 feet of new work. Work was commenced with a bulldozer on April 21st, 1941, cutting a bench on the hillside for a plant site. The power plant was ready for operation on August 8th. Slashing and re-timbering of the old adit rook longer than was expected. It was found that 57 per cent of the length required timbering, chiefly by fore-poling, and there was also trouble in several sections with swelling ground. First round in the new face was taken on September 17th, when a 2-shift daily schedule was commenced. Due to delays in delivery of electrical equipment, it was not possible to add the third shift until November 14th. From then on, a 3-shift daily schedule was maintained with the exception of holidays and fortnightly change Sundays until August 1st, 1942, when shortage of labour caused the dropping of a shift. All work was suspended on August 14th. The ground through which the tunnel passed was such that the driving was often interrupted by the need of protective timber at the face. Further, crews were continuously employed timbering behind the face, and in maintenance of timbered sections in swelling ground. Roughly 980 feet of the new workings are now timbered, about 21 per cent of the total.

Jan 1, 1942

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Jan 1, 1942

The total estimated production of coal in the United States during the first century and a quarter of mining is shown in Table 20. This is the total of the production of the various states already shown in the various tables, and is believed to be the first statement of this sort made. No such table prepared from limited data can be accurate, but it is the writer's opinion that the totals shown are less than those actually produced. It was thought that this study would enable a reasonably accurate account of the movement of coal down the Ohio and Mississippi Rivers to be written. The searches made have shown that at this time the data do not exist from which such a study can be made, but some of the facts collected may be useful to future students.

Jan 1, 1942

By Anton Gronningsater

MR. J. R. GORDON: The authors are to be congratulated for their excellent papers on Copper-Nickel Matte Converting. Mr. Drummond's paper contains the results of a thorough and exhaustive study of a series of converter charges. Mr. Gronningsater has presented convincing arguments in favour of his claim that the converter has been neglected as a smelting machine for ore. Some of us may not be inclined to agree with his conclusions. Converting, like most metallurgical operations, is a compromise between an ideal and a practical operation. If it were possible for one to neglect entirely the matter of converter linings, I believe we would all agree that the proper flux for matte in a converter would be pure quartz. Under such ideal conditions, one would, if proper temperature were maintained, make the smallest quantity of slag containing a minimum of magnetite. Converter slags are notorious for their high metal content and must always be subjected to a further cleaning treatment before being discarded. For that reason, the tonnage of converter slag produced should be minimized. If norite is used as a converter flux, then the tonnage of converter slag would be greatly increased if the silica content is maintained at 27 per cent or higher. I cannot agree with Mr. Gronningsater's suggestion that, in con¬sidering a converter flux, the sum of the silica, alumina, alkaline-earths, and alkalis should be considered as being of value. The alkalis and alkaline-earth contents of the flux will replace iron in the silicates formed and tend to increase the viscosity of the slags. However, if the converter is to be used as a smelting machine, it will be necessary to drop the silica content of the converter slag in order to avoid production of excessive slag tonnages.

Jan 1, 1942

By Wittenau, E.

OPERATION of a pilot mill of 100 tons' daily capacity during 1930 and 1931 proved that the copper minerals of the Colorado and Clay sections of the Morenci ore body could be successfully concentrated by the flotation process. Economic conditions caused postponement of further testing work until late in 1938 when the former No. 6 Concentrator at Morenci was converted into an experimental mill of 1500 tons' daily capacity which was known as the Test Concentrator. The Test Concentrator began continuous operation on April 3. 1939, using such crushing and grinding equipment of the No. 6 Concentrator as was appropriate. Modern classifiers and certain flotation machines were installed and later other types of flotation machines, a large grate-type grinding mill. mechanical screens, a short-head cone crusher, and a disk filter were added to the test equipment. Operation was uninterrupted until Dec. 31, 1941.

Jan 1, 1942

By S. H. Ash

Probably one of the most significant departures in tunneling practice is the introduction of Diesel locomotives far haulage (Diesel trucks have been used for some time). The fallacy of the belief that they do not generate carbon monoxide or toxic gases and can be used indiscriminately has been proved by the authors through observation for several years of atmospheric conditions surrounding the use of Diesel engines in tunnels. Diesel locomotives haves been introduced in tunnel haulage for reasons other than safety or health. Except to the extent that they replace trolleys, with their danger of causing electrocutions, modern Diesel locomotives do not increase safety Or remove any ordinary hazards to safety or health. In fact, they create such hazards, the extent of which is limited entirely by the carbon monoxide-content level set, method of ventilation, adequacy of the measures.

Jan 1, 1942

By Albert L. Toenges

This paper is the fourth of a series5/ that describes some methods and practices of mining coal mechanically where operations are conducted on more than one shift. Many inquiries have been received regarding methods of extracting pillars with mechanized equipment, and this paper deals primarily with this phase of mechanical mining. Some of the questions that have been asked are:

Jan 1, 1942

By Honeycombe R. W K, Greenwood J. N

Powder metallurgy has been developed rapidly in the last twenty years by overseas metallurgists. The technique of making the powders and their subsequent pressing and sintering into useful forms has' only been introduced into Australia under the stress of war-time economic conditions.The technique involved has very little in common with our usual methods of fabricating engineering alloys by melting the ingredients to a homogeneous mass, followed by casting to shape or casting to ingot form and shaping by application of pressure-so-called mechanical working. On the other hand, the technique includes operations, such as milling and sizing, familiar to the primary metallurgists.The compacting of metal or other powders finds important application in two outstanding fields of engineering production: (a) in making porous bearings and contact brushes, in which such a material as powdered graphite can be incorporated; (b) in making cutting tool tips of hard -carbides, which have a melting point too high to make casting feasible, and which would be too brittle in the cast condition in any case. In both these cases; the final article can be made of the desired shape and size (subject to shrinkage allowances) whilst the compact is in a soft and readily machined condition a consideration of great importance in connection with the hard carbides.In order to develop the necessary equipment and technique and at the same time to assisil in the war effort, it was decided to divert the research work of the Metallurgy Department of the University of Melbourne to the problems associated with the production of hard carbides from local raw materials and the sintering of such into tips for cutting tools. Since this work was started at least two industrial concerns have started to produce these materials in the Commonwealth.The work. to date has included (a) the purification of crude cobalt oxide from Risdon and the reduction of this to metal Particles of less than 10 p. diameter; (b) the production of tungsten powder from King Island scheelite and its conversion into tungsten carbide with particle size less than 4 p. diameter; (c) the sintering of the latter product, using the former as a bond; (d) the production of titanium carbide from titanium dioxide; (e) the separation of columbium and tantalum oxides from a Northern Territory tantalite, and the conversion of these into the respective carbides.

Jan 1, 1942

By D. J. Coolidge, H. L. Sheakley

THIS paper does not deal with all sands used in the glass industry in Missouri; it covers only that used in the plate-glass factory at Crystal City. However, it is probably safe to say that other sands, produced throughout the state for this purpose, are of identical nature. The glass sand used in Missouri is commonly called the St. Peter deposit, which is ascribed to the Ordovician Rock series in the form of sandstone. This St. Peter deposit, aside from a few small outliers, covers a large area of eastern Missouri. It forms, through a broad curve, the northeast margin of the typical Ozark region between Cape Girardeau on the southeast and Mineola, Montgomery County, on the northwest. The belt is extremely irregular, varying from one to ten miles in width; its length is 150 miles in a straight line. The outcrop near the entrance to the Crystal City mine appears in the form of a sandstone bluff approximately 30 ft. high, running along Plattin Creek (Fig. 1). Above the sand rock an overburden of Joachim limestone appears, which thickens to nearly 300 ft. and forms the hill commonly called Buck Knob. Test holes where drilled at various points and the drillers' log indicate that the St. Peter deposit ranges in thickness from 63 to 71 feet. PROPERTIES OF THE ST. PETER SAND From an analysis of the glass sands of the St. Peter formation in Missouri, the follow-

Jan 1, 1942

By E. H. Denny

The subject of haulage and heisting hazards is one that merits the attention of everyone engaged in mining. The purpose of this circular is to the importance of such hazards as are shown by Bureau of Mines accident figures, to give some examples of recent accidents and briefly analyze the immediate contributing causes, and to discuss some general means found by metal- and coal-mining companies to minimize those hazards. Haulage and hoisting accidents collectively constitute the second most common cause of accidents in and about coal mines and the third most common cause in and about metal mines. In both these types of mines falls of ground cause more accidents than haulage, and in metal mines falls of persons in raises and similar openings also exceed haulage accidents in number.

Jan 1, 1942