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By Walter E. Duncan

The ores treated at the concentrating plant of the Mahoning Mining Co. at Rosiclare, III., come largely from the blanket replacement deposits of the northeastern part of Hardin County, Illinois, and consist of complex mixtures of galena, sphalerite and fluorspar in a gangue of quartz, limestone and sandstone. The several minerals are so intimately inter-grown that they are not liberated at the sizes usually treated by gravity concentration in the usual fluorspar plant. For this reason, an all-flotation method of concentration was developed in cooperation with the station of the U. S. Bureau of Mines at Rolla, Mo.1 This flotation separation made possible the commercial production of four concentrates: (I) lead, (2) zinc, (3) acid-grade fluorspar and (4) metallurgical-grade fluorspar.2,3 Although fluorspar had been floated in Canada in 1921 and a plant at Rosiclare had been floating fluorspar since March 1929, fluorspar flotation was given considerable impetus by the Mahoning developments, since some features of the separation were quickly adopted by other fluorspar companies. The Bureau of Mines6 reports that in the 10 years preceding 1938 only 50,552 tons of fluorspar flotation concentrates were produced in the United States. The rise from this almost nominal figure to 153,750 tons (largely acid grade) in one year (1944)6 is indicative of the activity in fluorspar flotation occasioned by the war. The industry thus proved to be in a position to expand and keep up reasonably well with the requirements imposed upon it by such developments as occurred in high octane aviation gasoline alkylation, in the use of Freon as a refrigerant and as carrier in the Aerosol "bug bomb," and in the atomic bomb project as well as in the expansion of other activities requiring hydrofluoric acid; for example, the aluminum industry. Despite the fact that the greater portion of acid-grade fluorspar produced in the last few years went directly into war uses, the future of the acid-grade field still appears bright. As a result of the activity in fluorine chemistry during the war, it seems likely that in the relatively near future almost every phase of human endeavor will find some fluorine compound involved. The other three concentrates produced deserve some attention in these introductory remarks. The lead concentrates first produced contained both zinc and fluorspar but these did not interfere with their marketing. As will be pointed out later, the quality has steadily improved until today it is a relatively high-grade product. Although some zinc smelters accept concentrates containing limited quantities of fluorspar, it is a very objectionable impurity. Since flotation methods fail in the complete removal of the fluorspar, chemical methods were developed for

Jan 1, 1947

By Walter E. Duncan

The ores treated at the concentrating plant of the Mahoning Mining Co. at Rosiclare, III., come largely from the blanket replacement deposits of the northeastern part of Hardin County, Illinois, and consist of complex mixtures of galena, sphalerite and fluorspar in a gangue of quartz, limestone and sandstone. The several minerals are so intimately inter-grown that they are not liberated at the sizes usually treated by gravity concentration in the usual fluorspar plant. For this reason, an all-flotation method of concentration was developed in cooperation with the station of the U. S. Bureau of Mines at Rolla, Mo.1 This flotation separation made possible the commercial production of four concentrates: (I) lead, (2) zinc, (3) acid-grade fluorspar and (4) metallurgical-grade fluorspar.2,3 Although fluorspar had been floated in Canada in 1921 and a plant at Rosiclare had been floating fluorspar since March 1929, fluorspar flotation was given considerable impetus by the Mahoning developments, since some features of the separation were quickly adopted by other fluorspar companies. The Bureau of Mines6 reports that in the 10 years preceding 1938 only 50,552 tons of fluorspar flotation concentrates were produced in the United States. The rise from this almost nominal figure to 153,750 tons (largely acid grade) in one year (1944)6 is indicative of the activity in fluorspar flotation occasioned by the war. The industry thus proved to be in a position to expand and keep up reasonably well with the requirements imposed upon it by such developments as occurred in high octane aviation gasoline alkylation, in the use of Freon as a refrigerant and as carrier in the Aerosol "bug bomb," and in the atomic bomb project as well as in the expansion of other activities requiring hydrofluoric acid; for example, the aluminum industry. Despite the fact that the greater portion of acid-grade fluorspar produced in the last few years went directly into war uses, the future of the acid-grade field still appears bright. As a result of the activity in fluorine chemistry during the war, it seems likely that in the relatively near future almost every phase of human endeavor will find some fluorine compound involved. The other three concentrates produced deserve some attention in these introductory remarks. The lead concentrates first produced contained both zinc and fluorspar but these did not interfere with their marketing. As will be pointed out later, the quality has steadily improved until today it is a relatively high-grade product. Although some zinc smelters accept concentrates containing limited quantities of fluorspar, it is a very objectionable impurity. Since flotation methods fail in the complete removal of the fluorspar, chemical methods were developed for

Jan 1, 1947

By Bernard Kopelman

THE particle size of tungsten metal powder used to make tungsten wire for use in radio tubes and incandescent lamps must be closely controlled if the highly desirable feature of nonsagging is to be achieved. Our knowledge of factors affecting the particle size of tungsten powder has been limited by lack of any extensive literature on the subject. There are no publications in the English language discussing this problem in any but the most general terms. In this paper the published experimental information on this subject is reviewed. Based on the published data and some experimental data obtained by the author, a general theory of factors affecting the particle size of tungsten metal powder obtained by reduction of the oxides in hydrogen is offered. The various forms of the tungsten oxides and tungsten metal used in the experiments described were those prepared by com¬mercial processes, so that the experimental results obtained on a laboratory scale would be more directly applicable to actual commercial reduction conditions. The effects of time of reduction, temperature, and concentration of water vapor in the hydrogen were observed by counting microscopically the particle distribution obtained. Such a method is very time-consuming, but the data obtained by this method are more reliable and more fundamental than those obtained by any of the several instruments available for measurement of particle size. REVIEW OF THE LITERATURE Until the year 1912, tungsten powder was prepared commercially by reducing tungstic oxide in the presence of carbon or one of its compounds (such as glycerin or ethylene glycol), usually by firing the mixture in a closed fire-clay crucible. The resultant powder contained about 95 per cent tungsten.1 When reduction of tungsten oxides by H2 was introduced commercially, 2.1 several investigators became concerned with the equilibria between tungsten metal and its several oxides in an atmosphere of hydrogen and water vapor.4-13 While these many investigations were in fair agreement on the equilibria there arose considerable controversy as to the chemical composition of the oxide between W03 and W02, because of very poor agreement on the equilibrium constant of this intermediate oxide reduction reaction. The controversy on this intermediate oxide has been in progress for more than 10o years. Thus Malguti,14 in 1835, decided it was W02.56. In 1857, Riche" proposed the formula W308. Usler,16 in 1865, confirmed the existence of W308 and further proposed W4O11. In 1897, Desi17 agreed upon W308 but also found W5014.

Jan 1, 1946

By W. Rostoker

IN the course of the development of the phase equilibrium diagram for the system Zr-Cr,' the structure of an as-cast allov having the composition ZrCr2 was analyzed and established to be isomorphous with MgZn2 (C14, hexagonal lattice, 12 atoms per unit cell). In a recent paper on the same system, Hayes, Roberson, and Davies' report for the ZrCr2 phase an isomorphy with MgCu2 (C15, cubic lattice, 24 atoms per unit cell). It appeared that this conflict might be resolved by assuming a high and low temperature modification for ZrCr2. That this was the case with the phase TiCr2 has recently been demonstrated by Levinger." Specimens of ZrCr2 annealed at 1200°, 1100°, 994", 900°, 834", 800°, and 700°C, respectively, and subsequently quenched were examined by X-ray diffraction analysis. It was successfully demonstrated that a transition from the MgZn, structure at lower temperatures to the MgCu, structure did occur at some temperature between 900" and 994°C. Table I lists the observed structures at the various annealing temperatures. In Table II, a summary of line spacings and intensities is given for each of the allotropic modifications. The first six lines of the MgCu2 structures have been located in the table to illustrate the close similarity between the patterns. Lattice parameters of the two modifications were calculated by a least squares solution of equations for interplanar spacings for a series of high angle lines. The results are as follows: MgZn2 type - c = 8.262 kX, A = 5.079 kX. MgCu2 type — a = 7.195 kX. It is interesting to note that TiCr2 behaves in reverse fashion yn that the MgCu, structure is the low temperature modification and the MgZn2 structure is the high temperature modification. References lR. F. Domagala, D. J. McPherson, and M. Hansen: This issue p. 279. 'E. T. Hayes, A. H. Roberson, M. H. Davies: Trans. AIME (1952) 194, p. 304; Journal of Metals (March 1952). 3B. W. Levinger: Trans. AIME (1953) 197, pp. 195-196; Journal of Metals (February 1953).

Jan 1, 1954

The Institute is custodian of funds for support of numerous gold medals and prizes and has representatives on boards awarding still others. Details regarding the Institute Awards are given below. The Institute is represented on the boards of the John Fritz Medal, the Hoover Medal and the Washington Award, in connection with the three national societies of Civil, Mechanical and Electrical engineering; and, also, in the case of the Washington Award, with the Western Society of Engineers. Robert W. Hunt Medal and Prize THE partners of Robert W. Hunt established a fund which was presented to the Institute at a fitting ceremony on May 27, 1920, to establish an annual medal and a sum of money to be awarded under the following rules: 1. The award shall consist of two prizes: first of a gold medal, second of a sum of money; a certificate to accompany each prize. The money prize shall not be awarded to a member over 40 years of age, but under unusual circumstances, both prizes may be allotted to one person provided that he is not over 40 years of age. In general it will be understood that the Committee shall award the money prize to the younger men, rather than the medal. 2. The awards shall be made not oftener than once a year to that person or persons contributing to the Institute the best original paper or papers on iron and steel. The scope of the term "iron and steel" shall be determined by the subcommittee considering the awards. In general, papers dealing with the practical side of the subject have preference over those dealing with the theoretical side in recognition of the fact that Captain Hunt's main contributions to the industry have been in the improvement of production and quality of material. 3. A subcommittee of three to five, including the Chairman of the Iron and Steel Division, shall be appointed by the Iron and Steel Division annually to adjudge the award subject to approval. 4. The awarding committee shall submit its report to the Iron and Steel Committee at its October meeting, and the award shall be certified to the Secretary of the Institute in time to permit the presentation to be made at the Annual Meeting of .the Institute. 5. The recipient of the award shall be designated "The Hunt Medalist." Awards of the medal have been made as follows: 1920—-Robert Woolston Hunt. 192G—John A. Mathews. 1926—Charles Lewis Kinney, Jr. 1929—Edgar Collins Bain. 193G—James Aston. Awards of the prize have been made as follows: 1928—C. H. Herty, Jr. 1929—William E. Griffiths.

Jan 1, 1930

By D. W. Frommer, M. M. Fine

Early in 1957 St. Joseph Lead Co. announced discovery of three new centers of iron ore deposition in east central Missouri.1 The discovery resulted from exploratory drilling in the vicinity of a magnetic anomaly or high. A deep hole, drilled into the Pre-Cambrian porphyry to determine the cause of anomaly, penetrated a magnetite-rich deposit.2 The magnetic surveys that revealed the anomalies were begun by the Missouri Geological Survey in 1929 and were continued into the 1930's 3. At that time an area in Crawford County known as the Bourbon magnetic high was located. A second anomaly, similar in size and intensity, was discovered about six miles to the northeast in Franklin County in the vicinity of Sullivan. This area was not studied in detail until the early 1940's.

Jan 3, 1959

By M. S. King

A series of cross-hole acoustic measurements have been performed in a columnar-jointed basaltic rock mass around an underground opening mined by the drill-and-blast method. The purposes of the test program were: to evaluate the rock mass characteristics around the opening; to determine the zone of blast damage; and to evaluate seismic methods for anomaly detection ahead of mining in this type of rock. The cross-hole measurements were made between four 76-mm diameter horizon- tal boreholes diamond-drilled 12 m into a wall of the underground opening. Repetitive pulses of compressional (P) and shear (S) waves of frequencies in the range 3 kHz-100 kHz were propagated from a transmitter sonde through the rock mass to a receiver sonde, both of which were clamped hydraulically to the borehole wall. After amplification the received P- and S-wave signals were digitized at the surface by a digital oscilloscope and stored on floppy discs. The results indicate considerable reductions in P- and S-wave velocities at distances less than 2 m from the face. Clearly these low values are associated with blast damage. Beyond 2 m, the velocities in a vertical direction indicate almost constant values. The velocities in the horizontal direction beyond 2 m appeared erratic, but showed a general tendency to increase as a function of distance from the face. Their maximum values remained, however, still lower in value than the corresponding velocities in the vertical direction. Near the face, the differences in velocities were considerably greater: with horizontal velocities considerably lower in value than those vertical. Results of the spectral analyses of the received signals indicated that Q-values were strongly influenced by the vertically- oriented sets of joints. Only for waves travelling in the vertical direction was the effect observed of the blast-damaged zone immediately around the opening. The acoustic data obtained are clearly indicative of an anisotropic jointed rock mass, with a greater intensity of jointing for travel paths in the horizontal than the vertical direction. The vertical, columnar joints are probably less tightly closed than those oriented in the horizontal plane.

Jan 1, 1984

NORTH AMERICA ALASKA Anchorage.-Strandberg, H. Tuck, R. Coal Creek.-Moore, E. G. Spencer, W. W. College.-Hance, J. H. Henricksen, R. Henton, H. M. Comet.-Albertson, F. E. Cordova.-O'Neill, W. A. Douglas.-Cahill, W. E. Fairbanks.-Crawford, J. D. Earling, R., B. Fowler. D. A.

Jan 1, 1937

By Frank S. McKenna, Myron A. Pugacz, Clarence E. Jackson

THE notched-bar impact test has proved worth while in certain applications as a test for control of the quality or the heat- . treatment of steel. In view of the serious thought that even so simple a test as the tensile test, has evoked during the past years, it is not surprising that the notched- bar impact test should have inspired much experimental work. The correlation of the great number of data has not been successful, although steady progress has been made toward a better understanding of this test. Progress has been made, especially, in the isolation of the effects of the many variables that control the results. The stress system imposed on a specimen with a notch is so complicated and un- predictable that no simple evaluation of the test has been possible. Because of this uncertainty, many engineers hesitate to use the notched-bar impact test, and this attitude may well continue until a better understanding of the effects of the variables in the test are available. Without doubt, any additional data that may be presented should be accompanied by as complete a description of the details of test as possible, so that it may be added to the general fund of information that is to serve as the basis for the theory of the notched-bar impact test. The many factors that may control the test results have been pointed out repeatedly. The importance of the effect of the type and dimensions of the specimen has been recognized. Most of the work reported by American investigators has been limited to small- size (Charpy) specimens tested as a simple beam; two types of notches (Fig. I) have been commonly used. Considerable data have also been presented by many investigators using a small specimen tested as a cantilever beam; this commonly being called the Izod test. Here, however, a shear component of stress makes the stress system even mare complex than that present in the simple beam type of test, hence a critical analysis is difficult. Much work has also been reported by investigators using the tension type of specimen. A second variable that must be con- trolled is the testing temperature. An indication that the tests were performed at room temperature is not sufficient, since in many steels a variation of a few degrees in the actual testing temperature may be sufficient to give an entirely different range of results. Other factors. such as the com- position and condition of the material being tested and the speed of test, should also be considered. Many investigators have contributed data and theoretical discussions on the problems encountered in notched-bar test-

Jan 1, 1944

By Robert E. Green, T. Hinton

The velocities of the three possible modes of elastic-wave Propagation have been calculated for single-crystal aluminum at 1-deg intervals throughout the standard steveographic triangle. The results are presented as isospeed contours. The deviations between the direction of maximum energy propagation and specirzen axes are presented as arrows drawn within the standard triangle. The orientation factors associated with dislocation nzotion on the primary slip system only and also on all twelve slip systenzs have been calculated for all three elastic waves. The orientation factors associated with a longitudinal standing--7aue resonant specivnen hazle also been calculated. The relevance of these results to ultrasonic attenuation measurements is discussed. DUE to the widespread use of ultrasonics in the investigation of the properties of solids a number of authors15 have discussed in detail the theory of elastic-wave propagation in solids. In this paper the modes of wave propagation are evaluated according to the procedure suggested by reeen' for the case of single-crystal aluminum at 1-deg intervals throughout the standard stereographic triangle. The wave speeds are presented in the form of contour diagrams within the standard triangle. The deviations between the direction of maximum energy propagation and the normals to the wave fronts are presented as arrows drawn within the standard triangle. The orientation-de pendent factors (orientation factors) associated with dislocation damping as derived in the preceding paper6 have been calculated for the case of aluminum at 1-deg intervals throughout the standard triangle. The orientation factors for dislocation motion on the primary slip system only and on all twelve slip systems are presented in the form of contour diagrams, for both the traveling- and the standing-wave conditions. The relevance of these results to ultrasonic attenuation measurements is discussed. ELASTIC-WAVE PROPAGATION Three waves can be propagated in a linear elastic homogeneous anisotropic medium. The velocity of propagation v of each of these waves in a medium of density p can be obtained from the determination of the eigenvalues and eigenvectors of the matrix equa- The A's are a series of moduli which are functions of the elastic constants cij and the direction cosines 1, m, and n of the specimen axis. In the case of cubic single crystals where there are only three nonzero elastic constants cll, c12, and C, the A's are, The solution of Eq. [I] will give the wave speeds (eigenvalues) and the direction cosines a, 0, and y of the particle displacements (eigenvectors). To obtain the direction of maximum energy flux requires the calculation of the energy-flux vector ET with com- w is the angular frequency, A, the amplitude, and v the velocity of the wave. The direction cosines a, b, and c of the energy flux vector are then given by

Jan 1, 1967

By C. E. Dobbin

THE identification of rock formations by a study of certain physical characteristics of burned samples was introduced in Wyoming in 1,926, when W. G. Buckles, superintendent. of the brick department of the Parco Development Co., reported to officials of the Producers & Refiners Corpn. that shales from the Cretaceous and older formations exposed between Parco and Rawlins exhibited distinctive coloration and textural features when burned in a standard brick kiln at temperatures ranging between 1000° and 3000° F. In collaboration with Elfred Beck, chief geologist of the Producers & Refiners Corpn., Buckles later burned cuttings and cores from several Wyoming wildcat wells in a standard kiln and successfully identified certain subsurface formations which had not been satisfactorily identified by other means. The results of their investigations were outlined in papers presented by Beck before the American Association of Petroleum Geologists at San Francisco in March, 1928, and by Buckles at. a joint meeting of the Rocky Mountain Oil and Gas Association and the Production Division of the American Petroleum Institute at Casper in November, 1928. These papers have not been published. The investigations set forth in this paper were carried out for. the purpose of determining the value of certain ceramic tests in assisting the petroleum engineers of the U. S. Geological Survey to identify well cuttings that represent Cretaceous shales penetrated beneath unconformable Tertiary formations in central, and eastern Wyoming, but that yield neither lithologic nor paleontologic criteria for satisfactory correlations with distinctive weathered outcrops. The investigations were made in the chemical laboratories of the Geological Survey at- Midwest, Wyo., and consisted of studying certain physical characteristics of burned bricks from representative outcrop samples of unweathered Cretaceous shales and of similarly burned cuttings of the same shales collected from wells in the Salt Creek oil field.

Jan 1, 1931

By J. E. Burke

RECENT investigations have elucidated many of the phenomena of the grain growth process, but have also revealed some conflicting and unexplained results. Beck and his co-workers1,2,3 have shown that grain growth continues with continued heating at one temperature until the average grain size approaches the thickness of the specimen, Plotting the logarithm of the average grain diameter, D, against the logarithm of the annealing time, t, they find the straight line relationship given by the equation: [D=Ktn [11] with possible small deviations at short annealing times. K and n are constants at constant temperature. On the other hand, Walker4 finds that, in alpha brass, the rate of growth falls off more rapidly than indicated by Eq I after long annealing, so that an equilibrium grain size is approached. Burke5 showed, using Walker's data, that time and temperature for grain growth are apparently related through an activation energy, H, according to the relationship: [t, Hr i '_ III t„ = R \T, - ~) [2]] where t1 and t2 are the annealing times necessary for the average grain size to increase from Do to D at temperatures T1 and T2 and R is the gas laws constant. In the case quoted, H had the value 60,000 cal per mol. The apparent validity of this relationship, at least up to 700°C, and the approximate value of H were later confirmed by Beck.' The results obtained by Beck, Kremer, Demer and Holzworth2 for aluminum and aluminum-magnesium alloys could not be satisfied by such a relationship, since the slope of the isothermal curves increased with increasing temperature. These data indicate and Beck, Holzworth and Hu6 later demonstrated experimentally that the only apparent factor controlling the rate of grain growth at constant temperature is the grain size. While many of the phenomena have been elucidated, a reasonably quantitative explanation of the process is lacking. There exists uncertainty even as to the primary driving force for grain growth, although there is a considerable body of indirect evidence that the interfacial energy of the grain boundary is responsible.7,8,10 Making implicit use of this assumption, several authors14,15 have pointed out that grain boundaries should migrate toward their center of curvature. Harker and Parker' have advanced this concept furthest, and show that one can expect grain boundary migration to occur only when the grain faces are curved, or when they meet at non-equilibrium angles. When the face is curved toward a grain A, for example, the atoms in the surface of grain B, on the other side of the boundary, are on the average more surrounded by the atoms of their lattice than the atoms on the surface of grain A. Because of thermal motion, the atoms at the interface will sometimes be attached to grain A and

Jan 1, 1948

By James O. Elton

This paper covers, besides laboratory work, a study of actual operation at the Washoe Smelter over a considerable period of time, together with the results of a visit to the Midvale plant of the United States Smelting & Refining Co., near Salt Lake. For the latter privilege, as well as permission to publish the resulting data herein given, I am indebted to George W. Heintz, General Manager of the Midvale plant, and here take pleasure in expressing my appreciation for the many courtesies extended to me by Mr. Heintz and members of the technical staff at the smelter. Almost all of the world's supply of arsenic is recovered as a byproduct in the smelting of other metals. It is seen 'on the market in various forms, the most common being arsenic trioxide, the " white arsenic " of commerce, which is sold as a heavy white powder, or in white, glassy, translucent masses. The trioxide is used in the manufacture of pigment, glass, and insecticides. About 50 per cent. of the domestic consumption is supplied by imports. Statistics of Arsenic Trioxide in United States.' Production. Consumption. Price Per Pound. Year. Tons. Tons. Cents. 1907..........1.010 5.471 5 1908,.........1,302 6,098 33/4 1909,.........1,007 4,600 2 7/8 1910,.........1,526 5,428 2 1/2 1911,.........3,081 6,539 2 1912,2........ 2,926 Closed at 4 7/8 Arsenic occurs in combitlation with sulphur and the metals in a large number of minerals. It is present in small amounts in many ores. In the roasting and smelting furnaces many of its compounds break down, liberating arsenic trioxide, which is volatilized and carried by the gases into the flue system, where a part is condensed and settles with the flue dust.

Jan 1, 1914

By Bailey, Lewis Newton

Bailey, Lewis Newton, Master Engineer, Senior Grade, 4th Regiment, U. S. Engineers, Headquarters Company, died of pneumonia at Camp Merritt, N. J., on Apr. 30, 1918. Baird, Louis, Lieut., Royal Field Artillery, British Army, died on the battlefield in 1915. Ballamy, John H., Capt., 103d Engineers, killed in action near Fismes, Aug. 9, 1918. Bowles, Martin F., 2d Lieut., Co. B, 355th Infantry, killed in action, Sept. 3, 1918. Burt, Andrew, died in active service, 1916. Cobeldick, William Morley, Royal Engineers, died from gas poisoning on Oct. 7, 1915. Dougall, Ralph, 4th University Co., Princess Patricia Regiment, killed in action early in the war. Evans, Alfred Winter, Lieut.-Col., New Zealand Rifle Brigade, D. S. 0., D. C. M., killed in action on Oct. 12, 1917.

Jan 3, 1919

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By B. O. Pickard

WITH more than a score of shafts and numerous stope openings to the surface, all inter-connected underground; with underground temperatures high, often exceeding 100° wet bulb; with an ore presenting a dust health-hazard; with certain rocks giving off inert gases; with an altitude of 6000 ft. above the sea level and a dry desert climate, the Tonopah mines offered an interesting, problem to the student of metal-mine ventilation. Tonopah is not an old mining district relatively speaking. It was discovered in 1900 and Tonopah soon was a boom camp. By 1910 the mines of this district had paid many millions of dollars in dividends. At the time of the 1921 ventilation study, mining had passed its peak of production and the operators were striving to reduce costs, to discover new ore bodies, and to attract desirable workmen. In 1925, the camp was operating on a still less prosperous basis, but the several managements had not relaxed in their efforts to keep the mines on a paying basis, neither had they lost their faith in the ability of the mines and the price of the silver to "come back." Early in the fall of 1921 the Bureau of Mines was invited by the mine operators at Tonopah, Nevada, to make a detailed study of the under-ground air conditions in the Tonopah silver district. D. Harrington,? who was then directly supervising the ventilation studies of the bureau, detailed district engineer B. 0. Pickard, mining engineer E. D. Gardner, surgeon C. E. Kindall, and petrographer H. Insley to carry on the study. G. S. Rice, as chief mining engineer of the Bureau of Mines, was in general charge of the work. Upon the completion of the study each operator was furnished a report on conditions in his mine.

Jan 2, 1927

By F. W. Bremmer

The experiments described in this paper constitute the preliminary work of an investigation outlined to determine the combined effects of steam and temperature on the endurance properties of certain steels. Essentially of a fundamental nature, it was found necessary, in order to make the investigation comprehensive, to test materials treated to give a wide range of properties. The work reported deals chiefly with nickel steel with one series of tests including nitriding steel. Such a study involves numerous variables, and requires an endurance-testing machine of rather special design. Testing Machines The testing machines used were designed by C. E. Weaver;l they are a modification of the White-Souther and McAdam types. Each was driven directly by an individual 1/2-hp. 115-volt direct-current motor, running at a speed of 2200 r.p.m. Fig. 1 shows the assembly drawing and Fig. 2, a photograph of one of the machines. Specimen B is held by the rotating specimen holder A inside the steam box F, which is closed at the top by a tight-fitting, elliptical cover G. The load is applied to the specimen through the rod D and bearing C. E is an oil pipe leading fromthe lubrication system to the bearing C. The steam, which comes from the power house, is admitted through an inlet (not shown in Fig. 1) at the side of the box, the drain being at the bottom. Steam packings were placed around the rod D and the rotating shaft at H, from which the water was drained by means of a vacuum, which usually showed a gage reading of about 10 in. The temperature was measured by a mercury thermometer, and the pressure by a steam gage. Method of Applying Load After the motor has been started and the specimen as a consequence put in rotation, the load is applied by placing the foot pedal A (Fig. 2) in contact with electromagnet B, the winding of which is connected electrically in series with the motor. This operation releases the support under the weights that constitute the load. By this means the load

Jan 1, 1930

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

University of Alabama University, Alabama Mining and Metallurgical Society JOSEPH CHARLES MEAD, President WAYNE G. BRIGGS, Secretary J. R. CUDWORTH, Faculty Sponsor RICHARD L. BOWRON, Counselor University of Arizona Tucson, Arizona Miners' Society W. JAMES THOMAS, President LAMONT WEST, Secretary J. B. CUNNINGHAM, Faculty Sponsor B. R. HATCHER, Counselor

Jan 1, 1938