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Organisation Place Date 1918 American Society of Mechanical Engineers New York, N. Y. Dec. 3-6 Society for Promotion of Engineering Education, with British Educational Mission Cambridge, Mass. Dec. 6-7 Geological Society of America Boston, Mass. Dec. 28-31 American Association for the Advancement of Science Boston, Mass. Dec. 27- Jan. 2.

Jan 12, 1918

By C. McDermid

At the request of Mr. C. McDermid, Secretary of the Institution of Mining and Metallurgy, Salisbury House, London, E. C., England, the following reports of standardization committees are here republished. Mr. McDermid invites members of-the American Institute of Mining Engineers to write him and express their opinion of the various proposals made by the committees. COPY OF THE REPORT OF THE WEIGHTS AND MEASURES STANDARDIZATION COMMITTEE OF THE INSTITUTION OF MINING AND METALLURGY, as adopted by the Central Standardization Committee; Dec. 20, 1906, and submitted to the Council, Jan. 16, 1907.

Mar 1, 1907

Organization Place 1917 National Association of Stationary Engineers .... Evansville, Ind. Sept. 10-15 National Safety Council New York City. Sept. 10-15 National Exposition of Safety and Sanitation.... New York City. Sept. 10-15 American Iron, Steel & Electrical Engineers Philadelphia, Pa. Sept. 10-14 American Association of Port Authorities Cleveland, Ohio. Sept. 11-14 American Institute of Metals Boston, Mass. - Sept. 24-29 American Foundrymen's Association Boston, Mass. Sept. 24-29 Chemical Industries, Third National Exhibition.. New York City. Sept. 24-29 American Electrochemical Society Pittsburgh, Pa. Oct. 3-6

Jan 9, 1917

By Adolph Knopf, L. G. Westgate

Pioche lies 240 miles southwest of Salt Lake City, in southeastern Nevada, 19 miles west of the Nevada-Utah line. It is at the end of a branch line (33 miles), which connects at Caliente with the Los Angeles and Salt Lake division of the Union Pacific System. Its commercial relations are with Salt Lake City and Los Angeles, chiefly with the former. The surrounding area is part of the Great Basin, an arid region of alternating mountain range and intermont plain, the latter floored with out-wash from the mountains. About Pioche the plain varies between 4700 and 6000 ft. above sea level. The town lies in a valley at the east base of a low northwest-southeast range (the Pioche Hills) 12 miles in length, which rises about 1000 ft. above the adjacent flat. West of the Pioche Hills is a higher north-south range consisting of two parts: to the south the Highland Range, between Bennett Pass and Stampede Gap; to the north the Bristol Range, from Stampede Gap to Bristol Pass. This double range reaches altitudes of 8000 to 9000 ft., or more (the highest point, Highland Peak, is 9395 ft.), and rises some 2500 ft. above the surrounding plain It is continued in lower hills to north and south. Smaller ranges rise from the flat west of the Highland and Bristol ranges. The area studied and shown on the map (Fig. 1) is covered by three inch-to-the-mile topographic sheets: the Highland Range, the Bristol Range, and the Panaca, the latter mapped in part only. The sedimentary rocks of the district include Paleozoic limestones, sandstones and shales, Pliocene tuffs, and modern wash. Igneous rocks are represented by intrusive dikes and stocks and by extensive lava flows of mid-Tertiary time.

Jan 1, 1927

By Clinton L. Miller

MINING operations have been carried on in the immediate area of the Elizabeth mine during periods of high copper prices since 1793, when copperas and vermillion were first won from the outcrop. Present operations started in 1942 as a war baby. Since then production has totaled 1.7 million tons of 1.8 pct Cu ore. Elizabeth mining operations are on a pyrrhotite- chalcopyrite orebody contained in a gently plunging amphibolite syncline. The oreshoot varies in width from 10 to 40 ft, and in the area under consideration is about 150 ft in vertical extent, and more than 1000 ft long. Surface pits or cuts have been worked in three areas along the outcrop, with one pit just completed and a second in full production. Present production is 24,000 tons per month, of which 6000 to 7000 tons is trucked from the open pit.

Jan 11, 1954

By E. G. De Coriolis

THE development of huge production facilities and of new or improved processes for manufacturing magnesium from its raw sources has been an outstanding achievement of this war. Furthermore, at least one new method has reached a stage of pilot production that offers promise. Its potentialities seem to indicate that a reduction in cost and simplification or elimination of problems incident to the use of at least one of the present processes are quite within the realm of possibility. Although magnesium of very high purity (99.9 per cent and higher) is obtained, and the rate of recovery reasonable (60 to 70 per cent), the ferrosilicon reduction process is open to a serious objection, which at the time its use was proposed was thought to be sufficient to raise some doubts as to its success, at least on a high production basis. The temperature range at which the reaction is carried out-namely, 2100° to 2150°F.-is very close to the failure temperature of the material of which the retort is made. It is so close that for a time it was assumed it might make commercial use of the process an impossibility. However, at the time under discussion, the demand for magnesium was so great that it was felt by those who had to go ahead and produce this essential metal that the emergency warranted their taking a chance on this process. Subsequent developments have fully justified the soundness of their decision. Fortunately for the war effort, when the plants were put into operation it was discovered that although the retorts did collapse in rather short periods of time, as predicted, they could be blown back into operable shape by application of high-pressure air. This practical method of operation so relieved the situation that the problem disappeared. Nevertheless, if the process had not been successful, or the production of magnesium by the electrolytic process had not been able to keep pace with demands, our war program would have been seriously impaired. "FIRELESS COOKER" PROCESS For this reason a program was set up and assigned for the development of a new method that had been suggested to the War Production Board in 1941. It is believed justifiable in terming the method "new" for several reasons: (1) while utilizing the same (ferrosilicon) process as the Pidgeon, hence involving similar reactions, the type of retort or furnace is essentially different, (2) the method of operation, reaction temperatures, etc., differ materially, and, most important of all, (3) the problems to be overcome in making the process successful were not and could not have been anticipated by anything previously known about the Pidgeon process. As will be shown later, the briquetting process, the condenser, the furnace lining

Jan 1, 1945

By E. G. De Coriolis

The development of huge production facilities and of new or improved processes for manufacturing magnesium from its raw sources has been an outstanding achievement of this war. Furthermore, at least one new method has reached a stage of pilot production that offers promise. Its potentialities seem to indicate that a reduction in cost and simplification or elimination of problems incident to the use of at least one of the present processes are quite within the realm of possibility. Although magnesium of very high purity (99.9 per cent and higher) is obtained, and the rate of recovery reasonable (60 to 70 per cent). the ferrosilicon reduction process is open to a serious objection, which at the time its use was proposed was thought to be sufficient to raise some doubts as to its success, at least on a high production basis. The temperature range at which the reaction is carried out—namely, 2100" to 2150°F.—is very close to the failure temperature of the material of which the retort is made. It is so close that for a time it was assumed it might make commercial use of the process an impossibility. However, at the time under discussion, the demand for magnesium was so great that it was felt by those who had to go ahead and produce this essential metal that the emergency warranted their taking a chance on this process. Subsequent developments have fully justified the soundness of their decision. Fortunately for the war effort, when the plants were put into operation it was discovered that although the retorts did collapse in rather short periods of time, as predicted, they could be blown back into operable shape by application of high-pressure air. This practical method of operation so relieved the situation that the problem disappeared. Nevertheless, if the process had not been successful, or the production of magnesium by the electrolytic process had not been able to keep pace with demands, our war program would have been seriously impaired. Fireless Cooker'' Process For this reason a program was set up and assigned for the development of a new method that had been suggested to the War Production Board in 1941. It is believed justifiable in terming the method "new" for several reasons: (I) while utilizing the same (ferrosilicon) process as the Pidgeon, hence involving similar reactions, the type of retort or furnace is essentially different, (2) the method of operation, reaction temperatures, etc., differ materially, and, most important of all, (3) the problems to be overcome in making the process successful were not and could not have been anticipated by anything previously known about the Pidgcon process. As will be shown later, the briquetting process, the condenser, the furnace lining

Jan 1, 1949

Albin, B. R. Billings, Mont. '28 Amster, Nathan L 25 Broad St., New York, N. Y. '28 Bache, Jules S 42 Broadway, New York, N. Y. '28 Barrett, C. P 5338 Harper Ave., Chicago, Ill. '28 Baum, Frank G., Cons. Hydro-Electric Engr Cassel, Shasta Co., Cal. '28 Bayless, William S Russ Bldg., San Francisco, Cal. '28 Bean, Louis H., V.P., Dwight P Robinson & Co., Inc. 125 E. 46th St., New York, N. Y. '28 Beatty, Ross J 1105 First National Bank Bldg., Chicago, Ill. '28 Benwell, Oswald F 110 Gilpin St., Denver, Colo. '28 Beymer, Albert S., V P., Keystone National Bank Pittsburgh, Pa. '28 Blumenthal, Hugo 44 Pine St., New York, N. Y. '28 Boettcher, Charles Ideal Cement Bldg., Denver, Colo. '28 Bowlus, Thomas H Iola, Kans. '28 Brown, Colvin B. .. Chamber of Commerce, Washington, D. C. '28 Burt, Maxwell Struthers Southern Pines, N. C. '28

Jan 1, 1923

By W. F. Mattes

The manufacture of steel rails in the United States upon a large scale may be roughly dated from the years 1875-76, and the same years witnessed an active movement among the railroads toward the adoption of heavier and improved patterns. In this movement each road was a law unto itself, and the "personal equations " of some scores of engineers were so freely injected into the calculations that patterns were multiplied in the most absurd and mischievous manner, until at length the burden upon the mills became wellnigh unendurable, and called forth a vigorous protest in Mr. Holley's paper,* read before the Institute in February, 1881. There were then regularly manufactured in the various mills of the United States, no less than 119 different patterns of steel rails, subject to current order, of which 64 per cent. were embraced under five weights per yard. Commenting upon these and other figures there given, Mr. Holley stated as the primary object of his paper, " to show that,, while this multiplication of rail-patterns is an annoyance and an expense to rail-makers, it is a source of immense loss to railway companies." Since 1876 the increase in gross annual tonnage upon our leading lines has been very great, and has been accompanied by an increase of wheel-loads and running-speeds. As the average weight of the rails of 1876 was by no means excessive, the growing deman Is of traffic have slowly driven the roads toward stiffer sections, inaugurating a movement that now promises to become epidemic. In 1876 a 67-pound rail was a first-class equipment; to-day everything under 75 pounds is light, and many 80's are coming into use. European practice has long been heavier than ours; in part because the higher cost of sleepers has led to an average of 3-feet spacing, instead of two-feet as with us. The old 84-pound double-header, and Sandberg's 80- and 89-pound rails, respectively 51/4 inches and 591/2 inches high, are reported common on English roads; and he is strongly advocating the general adoption of the 100-pounder shown in Fig. 7, with what success I have not learned, except that the Belgian government has ordered a lot. Mr. Sandberg points out the undesirability of frequent changes of pattern, and the recent rapid growth in traffic-requirements; prognosticates a continuance of this

Jan 1, 1887

Jan 1, 1930

By Carl Belser

This paper summarizes the data on the oil-shale deposits of western Colorado, Utah and Wyoming. It is based on published reports by the U. S. Geological Survey, on the results of core drilling and sampling by the Bureau of Mines, on the drill cuttings from the Genera1 Petroleum well, on a recent unpublished report by the Geological Survey on the geology of Naval Oil-Shale Reserves No. I and No' 21 and from information supplied by geologists of private companies who have investigated the Green River formation. The paper also contains a revised estimate of the grade and tonnage of minable thicknesses of oil shale of western Colorado. Introduction The oil shales of the Green River formation of Colorado, Utah and Wyoming comprise an important natural resource for the production of synthetic liquid fuels. The oil shale in western Colorado generally is more amenable to exploitation, apparently richer, and probably more persistent than in Utah or Wyoming. Work is now being done by the Bureau of Mines near Rifle, Cola. to ascertain the best procedures for mining the oil shale, producing shale oil from the oil shale, and converting the oil into more salable products. As a part of this program, holes were drilled and cores were taken of the oil shale on Naval Oil-Shale Reserve No. I. In addi- tion, drill cuttings were obtained from a well drilled through the Green River formation by the General Petroleum Co. about 18 miles northerly of the Naval Oil-Shale Reserve. Geology During middle Eocene time a broad, shallow body of water, now called Uinta Lake, covered northwestern Colorado and east-central Utah; a similar lake, known as Gosiute Lake, was in southwestern Wyoming Each of these contemporary lakes was bounded by high hills; the drainage was to the south. The Green River formation was laid down as sediments in the bottoms of these lakes. It is 3000 ft thick and has been divided into the following four members:

Jan 1, 1949

Jan 1, 1969

By R. W. Smith. Discussion by D. Watson, R. M. Manser

D. Wotson, R. M. Monser (Watten Spring Laboratory, Stevenage, Herts., U. K.) - This is a valuable and interesting paper and will make an important contribution to the development of a general theory of silicate flotation. In particular the dominance of surface reactions which produce fluosilicic acid and its ions has been convincingly demonstrated. In a paper to be published shortly, however, we offer some evidence which is not consistent with the feldspar activation theory proposed by Prof. Smith. This theory, given in Eqs. 17-20, suggests that activation takes place through the exchange of SiF6 ions for OH- at aluminum sites. This results in a negatively charged site facilitating adsorption of RNH3 Firstly, we have determined the flotation response (using the vacuum flotation technique) and the adsorption of dodecylamine on a natural feldspar (albite) and on the same feldspar after washing with perchloric acid at pH3. This pre-treatment was shown to remove surface adjacent aluminum atoms. It was found that although the acid washed feldspar floated much less easily than the untreated sample, the function of fluoride ion - giving activation over the pH range 4-6.5-was preserved. Moreover, the amount of dodecylamine adsorbed either with or without fluoride present is little affected by acid-washing, despite the depression caused by this treatment. This suggests that surface aluminum atoms can be of little importance in the fluoride activation mechanism. Secondly, we have determined the changes in solution concentration of F- and H+ (or OH-) accompanying reaction of the surface with fluoride ion. The ratio of H+ lost from solution to F- lost is high, ranging from 6.9 at pH4 to 1.0 at pH 7.5. This is consistent with reaction of HF (6 molecules for every Si removed) at the surface, producing SiFi-ions, but not with the re-adsorption of these ions.

Jan 1, 1967

Jan 1, 1931

By Henry F. Hebley

INTRODUCTION How often has the thoughtful observer pondered the apparent contradictions experienced in the weather? One can take records of two days, one in the winter and one in the summer. The "degree days" indicate that space heating and domestic load were present in one case and not in the other. The Business Index may be about the same, indicating that the industrial activity of the area and its concomitant use of fuel were about the same. Thus the volume of the products of combustion released to the atmosphere varied only as related to the space heating demand. Yet on one day in winter the atmosphere may be clear and bracing, while on a summer's day the air is thick and murky and the visibility sharply reduced. The situation may be reversed. What are some of the factors that contribute to the creation of these conditions? These few notes have been prepared to indicate some of the influences that are exerted on the problem. THE SOURCES OF ATMOSPHERIC POLLUTION The industrial area of Pittsburgh, Pa., has been a dominant center for the production of iron and steel for over one hundred years. In fact, with the growth of the numerous auxiliary processes Allegheny County which contains Pittsburgh is probably the most industrialized county in the world. In addition, the type of manufacture carried out in this area is predominant dependent on thermal energy (heat). That energy is supplied from coke and coal produced in the vicinity of Pittsburgh. Indicative of the stupendous quantities of fuel that are employed in this industrial area's economy, the following (Table No. taken from the U. S. Census (1940) may I of interest. An influence that has never been fully appreciated by many individuals is the fact that no matter what adventures the gases of combustion experience as they pass through the various processes, ulti¬mately the spent gases are discharged through chimneys to the atmosphere.

Jan 1, 1948

Jan 1, 1949

By J. R. Low, M. Gensamer, W. T. Lankford

THE problem of sheet metal formability is one which has received a vast amount of attention during recent years. In spite of the great amount of study and experimental work which has been devoted to this problem, many of its fundamental aspects are still not well understood. No generally satisfactory test has been developed which is capable of providing a reasonably adequate evaluation of sheet metal formability, particularly in borderline cases. Anomalies persistently arise in which a lot of supposedly satisfactory material exhibits excessive breakage when formed. This lack of suitable technological tests greatly hinders the design of new parts and the substitution of new materials in parts of existing design, frequently necessitating considerable costly trial and error experimentation on an actual production basis. When, at the beginning of World War II, it became apparent that mass production methods of forming would be required in the aircraft industry if the large numbers of military aircraft needed were to be supplied, renewed attention was focussed on the problem of sheet metal formability. It was widely recognized that the formability requirements placed on sheet metals had been steadily increasing in severity through the years, especially as greater and greater emphasis was placed on streamlined designs with the resultant freer application of doubly curved surfaces. The recent advent of several new high strength aluminum alloys of more limited formability than some of the older alloys also served to emphasize the need for new approaches to the problem. It seemed evident that progress in the technology of sheet metal forming would depend to a great extent on the development of more reliable criteria for the evaluation of formability. Although the problem is admittedly very complex, the most logical approach appeared to be through studies of the fundamental material properties of sheet metals, especially under complex stress conditions simulating those prevailing in actual forming operations. Most previous investigations have failed to make full use of existing knowledge of fundamental material properties, and in many instances have attempted correlations with properties which are now recognized as being ambiguous in nature. This investigation was undertaken, therefore, with the aim of developing methods for the study of the flow and fracture of sheet metals under combined stresses, and of making use of such methods as might be developed in

Jan 1, 1947

By H. W. Gillett

WE hear much in these days about "tailor-made" steels. Farseeing executives have sensed the demand for metals of improved and special properties, with those properties deliberately built into the steel in order to fit it for a particular use or group of uses. They have set their metal-lurgists at work to produce what the customer needs, even though the tonnage required may not, at least at first, be great. As the metal-lurgists bring out such metals, the products are advertised and the customer becomes increasingly conscious that he no longer has to take "ready-made" steel as the only thing available, whether it fits his needs or not, but that there are plenty of steelmakers ready to serve his specific needs with a tailor-made steel. Of course this is nothing new in the realm of rather highly alloyed steels to be heat-treated. The automotive industry demanded and got such steels long ago. Indeed, one could not design a modern car using only non-heat-treated carbon steel, since an engine of present horsepower would be so heavy that the gasoline required merely to lug the engine itself around would be absurd. Many different alloy steels and many different heat-treatments are required to produce the fine gradations of properties and the strength per unit weight that are needed in each particular part. Aircraft designers, of course, count a high strength-weight ratio in the materials used as Article I in their constitution, and they too, and in outstanding degree, require tailor-made alloys. Aircraft and automobiles may be considered as the tail coats and Tuxes of the metallurgical tailors. Nowadays there is also a demand for business suits, in the form of high-strength alloys to reduce dead load and so increase payload, all through the transportation industry. We hear most about weight-saving design and materials in respect to the railroads, with the spectacular new high-speed passenger trains and the prosaic freight car. The latter sounds especially sweet to steel-mill ears, because it means tonnage. While most of us think of these developments, and of the engineering acceptance of high-strength materials as "new," the fundamentals are of almost hoary antiquity. It is the widespread availability of a variety of materials and their general acceptance that are new.

Jan 1, 1936

Jan 1, 1941

Jan 1, 1941