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By C. C. Hagenbuch

Machine loading of coal into mine cars is increasing rapidly. Particular reasons for its use frequently apply to certain localities, but in general, it is profitable to install mechanical coal-loading equipment: (I) when existing hand-loading contract rates prevent further cost reduction; (2) when the height of the coal bed requires that either top or bottom must be taken to place cars in rooms; (3) when labor shortage or limited house-plant capacity prevents the production of desired tonnage ; (4) when tonnage requirements are in excess of possible hand-loaded production from developed areas; (5) when working places are scattered and it is possible to concentrate production, and therefore supervision, by the installation of mechanical equipment; (6) when rapid development is essential. Having decided to install loading equipment, the problem then arises as to what type is best adapted for a particular mine or coal bed, the choice lying between mobile track equipment, pit-car loaders, scrapers, shaker conveyors, belt conveyors and drag conveyors. MajoR FactoRs Influencing Choice of Equipment In determining the type of equipment to be used, the following major factors must be studied: Grades.—Adverse grades, while permitting other types of loading equipment to work successfully, may prevent the success of a shaker conveyor installation. Thickness of Bed.—The thickness of coal governs the choice of equipment. A machine that requires 5 ft. of head room should not be selected for a 3-ft. bed where otherwise it would be unnecessary either to brush top or to lift bottom. Nature of Pavement.—Soft or scaly bottoms are unsuitable for the use of any type of digging loader, shaker conveyors or scraper loaders. nigging loaders and scraper loaders scale the bottom, mixing it with the coal and causing preparation difficulties; shaker-conveyor drives frequently work themselves loose, destroying the conveyor alignment and creating maintenance problems. Nature of Roof.—With any type of loading machine, it is policy to obtain the maximum possible tonnage per move per set-up. This must

Jan 1, 1931

Gentlemen:-I herewith present a report on some of the more important activities of the Institute for the year 1921. The present incumbent took. over the active management of the Secretary's office on the first of July and his, work was facilitated, while becoming acquainted with the routine of the office, by the constant and., kindly assistance of the former, Secretary, Mr. Stoughton, during the following three months, and that no interruption occurred inn its regular and smooth operation is due to him and to the Assistant Secretary, who has always been ready to give the benefit of his experience and assistance. MINING AND METALLURGY Through the efforts of President Ludlow and the generous assistance of one of our members, coupled with the excellent work of Major Barbour, MINING AND METALLURGY has, during recent months, shown constant improvement, which could not have taken place, however, had it not been, for the support given by a number of our contributing members. We have every reason to feel encouraged with respect to the quality of the publication and its cost of production. For the year 1921, the net cost of MINING AND METALLURGY was about fifty cents per member, per annum. Occasional letters are received criticizing the Board for producing this publication, but they are more than offset by letters of approval. When the, full purpose of the publication is appreciated, criticism ceases. The elimination of MINING AND METALLURGY and reversion to free distribution of all papers to all members, whether desired or not, would mean such a heavy additional expense that the number of papers would have to be much curtailed. The generous cooperation of members in sending for only such papers as they particularly desired has saved, the Institute thousands of dollars. A plan is being worked out that will materially assist in securing a prompt distribution to members of all pamphlets dealing with subjects in which they are especially interested.

Jan 2, 1922

By A. B. Stevens, C. J. Coberly

The absolute porosity of a rock or sand may be defined as the volume of the interparticle space expressed as a percentage of the total rock volume. The effective porosity as contrasted with the absolute porosity is the volume of the interparticle spaces which intercommunicate with passages of sufficient size to permit the entrance or recovery of gas or oil, also expressed as a percentage of the total rock volume. A knowledge of effective porosity is of prime importance in estimating the ultimate recovery to be expected from oil and gas-bearing formations. The determination of the effective porosity of a rock includes the measurement of two values: (I) the volume of the rock as a whole, and (2) the volume of the grains and sealed pore space. This paper deals with a new apparatus which has been called a "hydrogen porosimeter" for determining the volume of the grains and the sealed pore space. This volume is determined by means of the pressure relations established in the instrument by the introduction of a known quantity of hydrogen. The Hydrogen Porosimeter The apparatus used in this work consists of an upper chamber for measuring the gas, a lower chamber for holding the sample to be tested, a gage for measuring the pressures, a tank of hydrogen, and the necessary connections. (Figs. 1 and 2.) Of the several gases that might be used for this work, hydrogen has been chosen for three reasons: (1) it deviates less from the gas laws than most gases; (2) it readily penetrates the sample; (3) it is absorbed less than most gases by the solids and liquids with which it may come in contact. Method of Operation After placing the sample to be tested in the lower chamber, the apparatus is thoroughly flushed with hydrogen to remove all air from the system, which is then brought to atmospheric pressure Po. The valve connecting the two chambers is next closed and the pressure in the upper chamber is brought up to a pressure PI by admitting gas from the tank.

Jan 1, 1933

By Robert A. Cook

Among the new devices for cheapening the cost of material entering into the manufacture of iron is the mechanical drawing of coke, by which the coke from bee-hive ovens is extracted with a minimum of manual labor. About twenty years ago, an ordinary plate-conveyer was put in use at the plant of bee-hive coke-ovens owned by the firm of Bell Bros. & Co., near Middlesboro, England. This conveyer ran close along the front of the ovens, and carried the coke to the cars. The ovens were drawn by hand, and a very great saving in cost was secured, as one man could draw and clean out twice as many ovens after the conveyer was put in use—he having no forking to do, and the coke being carried away as fast as it was drawn to the mouth of the oven. The next step was further to eliminate hand-labor as far as possible; and Mr. Thomas Smith of the Thorncliffe Iron Works, near Sheffield, patented in 1891 the machine for drawing coke which I here describe. This machine, the outcome of several years of experimenting, has now been in successful use since 1891, and there are between twenty and thirty of them in operation at present, and others building. The machine, as may be seen from Figs. 1 and 2, consists of a wedge-shaped shovel of proper width and thickness, connected with a steel rack of sufficient length to reach the back of the oven. The rack is supported by rolls, and guided by a device operated by a hand-wheel, which directs the shovel in the oven. The rack is driven by a pinion on a vertical shaft carrying a bevel-gear on the upper end. This bevel-gear is driven by another on the engine-shaft. The engine is single-cylinder, with reversible gear; and engine and machine are mounted on a truck, which is propelled

Jan 1, 1897

By R. V. Norris

The removal of mine-water by hoisting in tanks instead of pumping, while somewhat a reversion to the methods of the ancients, has come very rapidly into favor in the anthracite region of Pennsylvania during the past few years. In fact, so much so, that at the present time there are at least eight large collieries at which all the water is hoisted, and six more plants are in preparation. The particulars of the plants in operation and under construction, as far as decided on, are given in the tables on pages 107 and 108. Besides these, the Delaware, Lackawanna and Western R.R. Co. is constructing a hoist of large capacity for a depth approximating 500 feet, to be located in the Keyser Valley, near Scranton. The hoists will be driven by electric motors, geared directly to the sheaves. The Lehigh Valley Coal Company is planning a large hoist for the Packer collieries in the Shenandoah district, but no work has been done on this as yet. The earliest regular hoisting, I believe, mas done by means of semi-cylindrical tanks (Fig. 1) at the Nanticoke collieries of the Susquehanna Coal Company. These tanks were attached under the regular shaft-carriages, taking in water through six large clack-valves in the bottom, and discharging through an endgate opened by a lever which was operated by a guide-piece on the shaft head-frame. These tanks were designed July, 1880, by the late J. H. Bowden, one of the very early members of the Institute. Similar tanks are still used in emergencies at the Nos. 1, 2, 3 and 6 shafts of the company. The objections to. their use were: that water could only be hoisted during the night-shift, or when the shafts were not in use for hoisting coal, thus requiring a very large sump, and greatly limiting the water capacity of the plants; that the alternate wetting and drying

Jan 1, 1904

By T. A. Rickard

Technology has no recognized rank in what is called polite literature; the subject-matter of engineering is not supposed to lend itself to artistic treatment; we are the hewers of wood and drawers of water to the high-priests of learning that live on the cold summit above our humbler dwellings. Therefore the hierophants smile at the notion of 'style1-" that curiously personal thingy-in technical writing. The "great art" of Pater, the "inevitable phrase" of Raleigh, the "note of distinction" that Arnold demanded are said to be beyond the scope, as they are supposed to be beside the need, of a writer on geology or engineering. This is a narrow view. Science, no less than belles lettres, calls for the best exercise of the human intelligence; the art of writing should be employed as skilfully and as earnestly in a description of the structure of the Sierra Nevada, or of the construction of a tunnel through the range, as in a rhapsody welcoming the rosy fingers of the dawn. The idea still lingers that fine writing does not befit technology, even though the masters of the Victorian period-Huxley, Tyndall, Ruskin-proved that science is worthy to be arrayed in the best robes that the looms of thought can weave. At the beginning of these lectures I quoted Barrie's remark touching the inability of the scientific man to express himself. That imputation has been passed to the technologist, whose utilitarian pursuits are supposed to make him too clumsy for the refinements of human speech. We may not have acquired the self-consciousness of those writers on Art whose "power of expression is so cultivated that their sensual caterwauling may be almost mistaken for the music of the spheres"; nor can we imitate the politicians, who have the ability to speak far beyond anything that they may have to say; but we too have a litera-

Jan 1, 1931

By A. Henry

THE manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant strength, and by the employment of wrought-iron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows : A pile of puddled bars of the general form of the wheel to be made is prepared,

Jan 1, 1877

By Adolph Henry

The manufacture of wheels of metal for locomotives and cars constitutes an important branch of the iron industry, and one closely related, moreover, to many of the conditions of railway practice, such as speed, safety of passengers, and economy of working. It has been, also, since the introduction of iron roads, a subject of constant study on the part both of engineers of construction and iron manufacturers. The car-wheels at first used in Europe had spokes of wrought iron and a hub of cast iron. Subsequently endeavors were made to make the wheels entirely of wrought iron, by forging successively the different parts which constituted the hub, spokes, and rim. By this treatment the expansion of the heated portions at the last forgings gave rise to interior ruptures in the already cold and finished parts. The metal was thus strained before use, and the wheels broke frequently in service. It was in consequence of these failures, doubtless, that the engineers of this country were led to employ exclusively wheels of cast iron. The railway companies are nevertheless greatly interested in the reduction of the weight of rolling stock, while preserving abundant, strength, and by the employment of wroughtiron wheels one may attain this double end if the defects of manufacture which we have just mentioned are avoided. This may be accomplished by making the wheels in such a manner that the different parts are welded at the same time, whereby the interior strains which so frequently give rise to ruptures in wheels successively forged are avoided. This result has been attained by what is known in France as the Arbel process, of which I will give you a short description if you will kindly give me a few minutes' attention. The process may be briefly summed up as follows: A pile of puddled bars of the general form of the wheel to be made is prepared,

R. G. BROWN, Bodie, Cal.: Mr. Rickard's paper, with its valuable illustrations, brings into fresh clearness the game of hide-and-seek which the miner must play with his ore-deposit; but, more than this, it goes far towards classifying those perplexing idiosyncrasies which, while unclassified, constitute a labyrinth almost without clue. Probably every engineer can add to the list by the mention of at least one fresh detail from his own experience, and I for one would like to comment on two of Mr. Rickard's divisions. To what he has written about " walls within walls" and " walls without walls," the accompanying Figs. 1 and 2 may be appropriate, the more so as they represent conditions obtaining in a part of the Butte copper-belt more typical of the copper-veins as a whole than the Gagnon, which, in some respects the most interesting mine in the camp, stands almost alone in many particulars. (See nuns., xvi., 62.) Fig. 1 was sketched in January, 1895, in the stopes above the 700-foot level of the Colusa-Parrot mine, east of the Parrot and southwest. of the Anaconda. The stope, the commercial foot-wall of which is shown at A, was 30 feet wide at this section, the pay-ore being massive chalcocite, jumbled with bornite, pyrite, quartz and thoroughly broken-down granite. A and At are inch-thick seams of black talc; B, B' and B" are also talc, possibly 1/8-inch thick. In the plane of the section the "banded quartz " and " quartz and pyrite " were both of too low grade for extraction, but 5 feet back along the stope had been of fair value. The granite with quartz and bornite between Bt and A' was pay-ore, but that to the right of B" was not. In both cases the ferro-magnesian minerals had been removed, leaving, where not obscured by ore, faint, dark patches. Between A'

Jan 1, 1897

By Albert R. Ledoux

Discussion of the Paper of Albert R. Ledoux, read at the Atlantic City Meeting, February, 1904. ARTHUR JARMAN, Sydney, New South Wales, Australia' (communication to the Secretary*): Some remarks upon. Dr. Ledoux's interesting paper from one who has not visited America may, I hope, be of interest to members. It appears to me that there is considerable difference between the training of the American and of the British mining engineer. Not that the subjects are different, but rather in the way in which they are handled, the illustrations being, as far as possible, mining in character. Colloquial instruction is unknown in English curricula, but could be introduced with advantage. Students here assure me that an hour of conversation is of tar more use to them than an hour of the best lecturing. In England a school-year of 6 or 7 months would be considered very short indeed; but Americans do not consider it so, for the reason that the rest of the year is mostly spent in acquiring practical acquaintance with their subjects in works or in the field, and the shorter courses, when coupled with this large amount of outside expe¬rience, produce an essentially practical-minded engineer, who is also more of a business man; whereas the English system, though excellent from a scholastic point of view, produces the theoretical rather than the practical man. British schools are waking up, however, and the practical aspect of the engineer's training is receiving greater consideration. Once launched upon his career, the American engineer is immediately called upon to exercise his self-reliance and ingenuity, if he is to retain the confidence of his employers; but what can we say of English directors? In how many cases is the engineer allowed to guide the destinies of his company? Witness several recent cases of gross waste of money upon unsuitable plants, and the perpetuation of prehistoric methods of

Mar 1, 1905

By T. KIRKE ROSE

A Discussion of the paper by H. O. Hofman and M. G. Magnuson, read at the Lake Superior meeting, September, 1904. (British Columbia Meeting, July, 1905.) T. KIRKE ROSE, London, Eng. (communication to the Secretary*`) :-The authors have shown that, under certain conditions, the rate of dissolution of gold by chlorine and bromine is re¬duced by the addition of 10 per cent. of silver to the gold, and that the action is almost stopped when the silver amounts to 30 or 40 per cent. of the alloy. Even if full recognition is given to the practical way in which the work was done, how¬ever, it is to be regretted that Prof. Hofman and Mr. Magnuson did not determine the temperature at which the experiments were carried out. From the details given it may be inferred that the temperature was raised by chemical action by about 20° C. when 21 g. of sulphuric acid were added, and that the mixture was then slowly cooled down during the experiment. When bromine or very weak chlorine solutions were used, there could not have been any perceptible heating action. As the action of both chlorine and bromine is aided by heat, it follows that the stronger solutions of chlorine were given an unfair advantage over the weaker solutions and over bromine. If the temperature had been the same in each case, I do not think that the conclusions given oil p. 432 of the Bi-Monthly Bulletin, March, 1905, 1 would have been found to be justified. (This is speaking generally. In barrel-treatment the conditions are similar to those in the experiments.) The superior speed of bromine as compared with chlorine at equivalent strengths is not yet disproved, and the differences noted between strong and weak solutions of chlorine may have been largely a function of the temperature. Moreover, the authors used somewhat coarse particles of gold

Sep 1, 1905

By RAY LYMAN WILBUR

SINCE boyhood I have had a keen interest in mining engineering. To see the prospector with his pack outfit and his pan, followed by the assayer and the trained engineer, has always had -something of the lure of romance for me. It is appropriate that the American Institute of Mining and Metallurgical Engineers should hold a general meeting in California, since this State has long been a home of mining engineering. Here, after the early open methods of mining, it has been necessary for the universities to train men in geology and mining, so that the earth could be penetrated and the rich ledges opened. In the eighty years in which the mines of California have been offering experience to the miners of the world, we have seen mining engineering evolve from a comparatively simple art, covered largely by rule of thumb, into a complex group of specialties, each utilizing the very latest discoveries in the various fields of physical sciences. Mining, too, has become a great business requiring large financial support and the most careful handling. Those mining engineers who have applied new processes in special fields have thus been able to give a wide-flung range to their activities in all parts of the world. The hand of nature in distributing minerals over the surface of the earth has compelled the mining engineer to become a modern pioneer, facing the heat of the tropics as well as the frozen regions of the north. There has been a marked cosmopolitan aspect to mining engineering, since the engineer had to go wherever the prospector discovered favorable leads. This has meant dealing with the harshest of conditions, the handling of labor of all sorts, the control of sanitary conditions, and relations to all forms of transportation. Naturally this has called on some of the very best minds in all countries to unlock the stores of hidden wealth. To make them available for civilization has been the job of the mining engineer.

Jan 1, 1929

By J. Gordon Parr, A. J. Goldak

OgdEN et al.1 and Bumps et al.2 suggested that the solubility of aluminum in a titanium extended to 30 pct.* Sagcl,3 Clark and Terry,4 Anderko et al.,5 Ence and Margolin6 and Saulnier and croutzelles,7 subsequently proposed the existence of an intermetallic compound in the region of 25 pct Al. Although Anderko et al.5 suggested that the structure of this phase, Ti3Al, was of the DO,, (Ni3Sn) type, their conclusion was based only upon the results of a powder photograph that included reflections from ? = 0 to ?= 27° (CuK),some of which were reported to be indistinct. Ence and Margolin,6 referring to a 25 pct alloy (but without indicating whether the figure referred to weight or atomic pct) stated: "The structure of Ti2Al is isomorphous with Ti3Sn DO19, as pointed out by Pietrokowsky". But the point was not proven, because Ence and Margolin did not report values of calculated intensities of Ti2Al with the DO,, structure. In fact, the observed intensities they reported are in poor agreement with the values we calculate for DO19 (see Table I). Saulnier and croutzelle7 concluded, on the basis of electron micrography and microdiffraction studies, that the structure of the 25 pct A1 alloy was ordered hexagonal. Our purpose has been to unequivocally determine the Ti3Al structure. Alloys containing 25 pct Al were prepared from iodide titanium and spectrographic standard aluminum by levitation melting. The levitation chamber was evacuated to 10-6 mm Hg before filling with 99.999 + pct A. After casting, the alloy was chilled to liquid air temperature and crushed to -200 mesh in a percussion mortar. The powder, wrapped in molybdenum foil, was annealed (by induction heating) at 1000 "C for 2 hr in the argon atmosphere of the levitation chamber. No sublimate was seen on the foil or elsewhere, and therefore the assumption is

Jan 1, 1962

By J. W. Stewart

That our American civilization will have extensive postwar problems in such fields as economics, unemployment, and social adjustment is now well understood by all readers of the press and listeners to the radio. But precious little is heard from these sources regarding the impact of the war on education, though education is one of the fields where the effect of the war is going to be felt most-for youth is fighting the war. Unquestionably, serious educational problems will ;rise in the postwar period, challenging the best efforts of our educators. Most acute will be the problems at the college level of education, for it is this age group that will have had its educational process most thoroughly disrupted. The return of these students to our college and university campuses wiI1 bring about a new set of conditions which we might as well try to foresee and begin to prepare for now. To begin with, the average returning college student who has had his education interrupted by war service will certainly be more mature in both years and mental outlook, and possibly married. As a result he will want to finish his college education as quickly as possible. His natural action will be to shop around among the various schools of the country to see where he can get the most credit for work he has done or thinks he has done. It is just possible that what might impolitely be termed "dark - market" schools may arise to cater to his needs. These schools will not think of them- selves in this light, of course, but will be conscious only of a keen sympathy for the veteran student and an urgent desire to help him solve his pressing problems. A considerable number of American colleges are going to be pretty well impoverished before this present war is ended and unless some professional organization takes it upon itself to place this possible situation under supervision and regulation, we may well suffer a serious setback to the

Jan 1, 1944

Frank Firmstone, Easton, Pa. (communication to the Secretary*) : It may not be amiss to point out that the top-pressure in iron blast-furnaces is largely affected by variations in the temperature of the gas. I find in my note-books, cases in which the pressure was from 9.25 to 9.5 in. of water when the material in the furnace was low (after dinner-hour), which fell to from 8 to 8.5 in., when the furnace was again full, and the gas consequently cooled. The chief cause for this effect is, that, at the higher temperature, there is a decrease in the weight of the gas in the descending-leg of the siphon formed by the down-comer and the chimneys. It does not seem probable that there is any direct relation between top-pressure and quantity of flue-dirt. Top-pressure, at any given moment, measures the " head " necessary to discharge the gas then passing, against the resistances of pipes, valves, etc., in the gas-conduits between the top of the furnace and the mouths of the chimneys, and can be increased at will by closing, more or less, the valves, or dampers, at the stoves and the boilers. The question of relation between top-pressure and flue-dirt can be settled very easily by direct experiment, working alternately with gas-valves open, and partly closed, and noting the top-pressures and the respective quantities of fluedirt collected. The quantities of fine ore blown away, as shown by Mr. Grammer's tables, are astonishing to one who has had no actual experience with Mesabi ore and hard driving. Flue-dirt, in the sense in which he uses the term, was unknown at anthracite furnaces so long as the working was normal; when it did occur, it was always an incident of scaffolding and bad work, and was no doubt caused by an increase in the velocity

Jan 1, 1904

By Walter Crooke

Regenerative hot-blast stoves are now in general use in all parts of the world, and are so well understood and appreciated, that I need not take up your time with an account of their history and introduction into the United States. My object in writing this paper is to give you a short description of a stove that is now being very favorably received and adopted here (see drawing). The stove was first introduced into this country in 1887 by M'Clure & Shuler (now M'Clure & Amsler), who have the management of the patent right in the United States. The English design had to be modified to suit the exigencies of American blast-furnace practice, which, in many respects, widely differs from our English experience. In the first place, the fire-bricks used in America expand to an extent unknown in England, and it became necessary to make special provision for this by increasing the number of cross-walls, and by leaving a space at the top of the stove through which the lining could expand. The expansion laterally was, however, more difficult to provide for, as the combustion-chamber in the center, being the hottest part of the stove, must necessarily expand more than the outer walls, and therefore tend to squeeze up the flue-openings. On first introducing these stoves to American ironmasters, a feel ing seemed to prevail that a " four-pass " stove did not utilize the whole of its surface. They also had an idea that the " two-pass " stove let the burning gas go before all the duty had been extracted from it; so that it was found neceseary to design a stove of a special character to suit their wishes. Hence the "three-pass" chimney top stove now before your notice, the advantage claimed for which is that each stove is independent, requiring no underground chimney flue or stack, and can be erected at a very light cost. The working of these stoves has proved to be very successful wherever they have been introduced.

Jan 1, 1891

By George W. Doffing

Numerous contradictory statements have been made in the past regarding the importance of the seasonal influence of demand for motor fuel on prices of oil securities. It has often been said that the time to buy oil securities is in the spring, or just prior to the heavy consuming season for gasoline. The fallacy of this argument is brought out in the following paragraphs. Seasonality of Oil-security Prices The indexes used in this paper as indicators of prices of oil securities and general industrials are those compiled by Standard Statistics Co. The oil producing and refining stock index includes 14 representative petroleum companies, while the all-industrials index is made up of 347 issues. All figures are stated as relatives, with 1926 = 100. The primary basis of the index, and one that gives a good weighting of the relative importance of the company within the industry, is the total market value of the stock issue outstanding; i.e., the market price times the number of shares outstanding. Adjustments are made for the addition or elimination of issues from the group index, for stock dividends, split-ups, stock rights, et cetera. At the present time the oil producing and refining index includes the following companies: Atlantic Refining Co., Consolidated Oil Corporation, Continental Oil Co., Gulf Oil Corporation, Humble Oil & Refining Co., Ohio Oil Co., Royal Dutch Co., Shell Union Oil Corporation, Socony-Vacuum Oil Co., Standard Oil Company of California, Standard Oil Co. (Indiana), Standard Oil Co. (New Jersey), Texas Corporation, Union Oil Company of California. In calculating the seasonal for oil-security prices several periods have been selected as indicat,ive of major changes in the industry, as follows: 1. 1918 through 1936. This gives an over-all picture of the industry during the motor-vehicle, motor-fuel era. 2. 1927 through 1936. This period includes the control stages, both voluntary and coercive. 3. 1927 to September, 1933. This is the pre-code period of control.

Jan 1, 1937

By H. C. George

At the annual meeting of the Institute in February, 1927, we had a comprehensive discussion of Petroleum Engineering Education. This discussion covered basic training and prerequisites, laboratories and equipment, graduate courses, availability of lecturers, geological engineering, petroleum production engineering, refinery engineering, transportation engineering and economics and management. However, there are several phases of petroleum engineering education, which many members of the Institute felt should be further discussed at this year's meeting. The first was expressed by me in a letter to those participating in the written discussion, from which I quote as follows: "We fell that the question of handling engineering graduates who enter the petroleum industry should be thoroughly discussed. "During the first five years after graduntion from college, how can these young men be best trained to be of the greatest service to the industry and at the same time do work which will be interesting and of a character which will make them feel that they are accomplishing something and making progress leading toward personal advancement?" Both the written and oral discussion would indicate three groups of opinion; first, those who advocate letting the young engineers go into the industry and take care of themselves without any supervision, direction, or guidance; second, those who advocate the taking of young engineers into the industry and letting them go through all the steps that any laborer or any other mian without a technical education would take, but with some supervision, and third, those who advocate that young cngineers should be given special training for several years after entering the industry. Of course all of these different groups are found in rnost of our industries. The Doherty training school of the Empire Gas & Fuel Co., finds its counterpart in the practice of the Gcneral Electric and Westing-house companies in the electrical industry and the Baldwin and Brooks Locomotive works in mechanical engineering.

Jan 1, 1928

By M. H. De Hora

(Butte Meeting, August, 1913.) IN giving my opinion of the importance of Colombia as a field for investment for those interested' in mining for the precious metals, I must begin by quoting Sir Clement Markham, who, in one of his presidential addresses to the Royal Geographical Society of Great Britain, called the attention of its members to the fact that " although Colombia is the least known and least developed of the South American republics, it is far and away the richest mineral country of them all." This to American investors is extremely interesting, as the country is the most accessible of all the South American republics from the United States. .Almost all of the gold shipped by the Spaniards from Madre de Dios, now Colon, came from Colombia, and statistics from the Mint at Medellin, the capital of the Department of Antioquia, go to show that the . total production of the precious metals of Colombia, dating from the Spanish conquest in the fifteenth century to the present time, aggregates the enormous total of $700,000,000. Of this amount, nearly 70 per cent. represents gold obtained from the placers of the Republic, more than one-half of which came from the Department of Antioquia, the balance, being divided between the placers of the Choco and the rest of the Republic. The remaining 30 per cent. of the $700,000,000 represents the silver and gold obtained from the quartz mines, the silver greatly predominating. A glance at the map of Colombia shows the territory somewhat in the shape of an outspread human left hand extended palm downwards on the paper, with the wrist adjoining the Republic of Ecuador, the bones of the hand, fingers, and thumb representing the divisions of the great Andean mountain chain known as the Cordilleras of Colombia. The first finger represents the Eastern Cordillera, with the thumb as the extension to the Nevada de Santa Maria, forming

Jan 7, 1913

By P. J. Potter

Practically all tin-base babbitt metals used in engine bearings are made to customers' specifications, which are many and varied. The copper ranges from 3 to 8 per cent. and the antimony from 4 to 13 per cent.; generally, the babbitt with lower copper content will contain from 4 to 8 per cent. antimony and that with higher copper will have from 7 to 13 per cent. antimony. The allowable lead content varies from 0.20 to 2.00 per cent. If a solder is used as a bonding material instead of tin, the resulting material in the finished bearing will have a higher lead content, but it would not be enough to bring the lead above specifica-tional limits. Impurities such as iron, arsenic and bismuth should be determined in the tin before using to insure a uniform and high-grade product. These points must be considered when segregating and grading the waste that comes from the finishing operations on lined bearings. Classification of SCRAP Because of the extremely rigid nature of most of the specifications for bearing linings it is necessary to use the purest of materials as a base for all compositions. The problem of handling secondary metals is confined almost entirely to the recovery of drosses, spills and turnings incident to the manufacturing operations. As a matter of convenience the waste or scrap may be divided into 10 grades, as follows: 1. Tin from pots where tinning operation is carried out. 2. Tin and babbitt spatters from babbitting operation. - 3. Tin skimmings combined with burned zinc chloride. 4. Borings and reamings. 5. Gates from die-cast bushings and bearings. 6. Drosses from die-cast pots, babbitt foundry pots, and pots in babbittiug room. 7. Babbitt with small amount of bronze from machining operations. 8. Babbitt and bronze borings. 9. Scrap bronze-back babbitt-lined bearings. I 10. Scrap die-cast bearings and bushings. A few of these grades of salvaged material have compositions that make it possible to determine beforehand where they may be used to

Jan 1, 1930