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By Albert E. Ketler

Introduction – The introduction of computerized monitoring and control (M/c) equipment into the U.S. coal mining industry may prove to be of truly revolutionary proportions in the 801s.Many of you are aware that the British have developed and have been using such sophisticated M/C equipment for performing production and safety related tasks in their coal mines for nearly a decade. The benefits of M/C systems in the mining industry are usually separated into those which improve productivity, and hence make money for the company, and those which improve safety, and hence cost money. The economic benefits of M/C are startling for the production related functions such as for monitoring and controlling conveyor belts, de-watering pumps, electrical power distribution, and the like. It doesn't take much analysis to show that hundreds and even thousands of tons of coal don't get mined every time a belt shuts down or when power is out due to circuit breakers tripping for any number of reasons. A flood, caused by a malfunctioning pump which goes undetected for lack of feedback monitoring of pumping parameters, can destroy literally millions of dollars worth of mining equipment. The M/C system would be justified or not based on whether or not the productivity benefits balanced the cost within a timespan commensurate with the return on capital philosophy of the company. The safety related benefits are easily underestimated or ignored completely and the purpose of this paper is to under-score some of these benefits, as well as to review the application of M/C to the coal mining industry. The companies involved are Transmitton Ltd of England and Minetics Corp of Pittsburgh, Pennsylvania. Transmitton is probably the most experienced manufacturer of M/C equipment in the world having some 200 installations to its credit. Minetics is the marketing and manufacturing arm for Transmitton in the U.S.A. and is responsible for all aspects of distribution and service. Plans are underway for manufacturing of the Transmitton hardware for U.S. sales to be transplanted into U.S. subcontractors by 1981. Thus our coal mining industry will benefit from British technology, but without the delays and additional costs usually involved in international shipments.

Jan 1, 1981

By Walter Miller

The broad picture of petroleum refining engineering during 1934 continued to show a tendency in the direction of highly specialized processing improvements, particularly in manufacture of lubricating oil. The slowing up of the trend toward higher octane products in non-premium gasoline noticed in 1933 was definitely established as a fact by 1934 development, with just a slight indication of recession. No outstanding engineering achievements can be credited to 1934 in refinery cracking, unless the completion and successful operation of the 30,000-bbl. crude capacity combination cracking and skimming unit at Texas City, Texas, and a 20,000-bbl. similar unit in the East can be listed as such. Development and improvement was largely a continuation of previous lines of endeavor. Such trend as there is shows a continnation in the direction of very large integrated skimming and cracking units. A lessening of the cost of ethyl lead, coupled with the reaching of the octane number "ceiling," kept the subject of "reforming" low-octane gasoline into high-octane products pretty well in the background. Considerable interest, however, was shown during the year in cracking and polymerizing of refinery gases into high-octane motor fuel. The commercial development and application of this activity was greater in 1934 than during any previous year. Fair yields of gasoline of satisfactory stability and high antiknock value were reported, ranging from 2 to 8 gal. per 1000 cu. ft. of fixed refinery gas, yields varying with both the nature of refinery gas treated and processing methods. Assuming economic feasibility, regarding which there is still difference of opinion, gas polymerization offers the industry a possible outlet for its gases more in keeping with its basic chemical composition and value. The increased interest of railroads and heavy-duty truck and tractor manufacturers served to focus more attention on diesel fuels. The publicity given the Union Pacific diesel train, the Burlington "Zephyr" and others operated on special diesel fuels served to revive the intimations and fears of several years ago as to the ultimate replacement of the gasoline motor by diesel engines in even the passenger car field. How-

Jan 1, 1935

Abbey, Robert Graham, District Mgr.. The W. W. Sly Mfg. Co., 50 Church St.. New York, N. Y. '21 Abbott, A. N., Mines Supt., Mazapil Copper Co., LtdConcepcion del Oro, Zac., Mexico. '28 *Abbott, Argyle Campbell, Dev. Dept., E. I. du Pont de Nemours & Co., Wilmington, Del. '29 Abbott, Clarence E., V.P., Charge of Raw Materials, Tenn. Coal, Iron & R. R. Co., 1242 Brown-Marx Bldg.. Birmingham, Ala. '04 Abbott, Louis Benjamin, Chief Engr., Elkhorn Div., Consolidation Coal Co., Jenkins, Ky. '16 Abeel, George H., Jr., Cons. Min. Engr Box 427, Santa Monica, Cal. '18 Abel, Albert E., Asst. to Pres., Valley Mould & Iron Corp Hubbard, Ohio. '19 Abel, Raymond L., Asst. Prof., Dept. of Pet. Refin., Univ. of Pittsburgh Pittsburgh. Pa. '28 Abeel, Leo M., Research Engr., Sullivan Concentrator Chapman Camp, B. C., Canada. '31

Jan 1, 1929

By Herbert Hoover, Harlod Washburn

This paper is in the nature of a rough preliminary report on the progress that has been made in the application of the mass spectrometer to various problems arising in the petroleum industry. A few years ago the authors considered a number of the problems that were arising in the qualitative and quantitative measurement of small amounts of hydrocarbons. The methods available of making analyses by chemical techniques appeared to leave much room for improvement. Without going into the reasons at this point, attention was turned to the possibility of employing physical instead of chemical methods of accomplishing the desired results. A preliminary investigation disclosed that the mass spectrometer presented a possibility of solving many problems which could not easily be accomplished by other methods. Work was begun in developing the necessary apparatus and technique. A great deal of encouragement and many valuable suggestions were received from Dr. Robert A. Millikan, Dr. W. R. Smythe, and Dr. W. N. Lacey, of the California Institute of Technology, and from Dr. E. 0. Lawrence, who recently received the Nobel Prize, of the University of California. The authors particularly wish to acknowledge the very great willingness of these outstanding scientists to be helpful in solving many of the problems that were involved. So far as the authors are aware, this was the first application of the mass spectrometer to commercial work. The results were considerably better than had at first been anticipated. Briefly, it is possible to run a qualitative and quantitative analysis of an unknown mixture of hydrocarbon gases, with an accuracy of better than plus or minus 5 per cent of each of the various constituents. An exceedingly high degree of sensitivity has been obtained, and a relatively short time is required to complete an analysis. Furthermore, it is unnecessary to separate a mixture of gases into its various components in order to complete the analysis. The Mass Spectrometer The mass spectrometer should not be confused in any way with the optical 01 grating type of spectrograph now in general use. The operation of the mass spectrometer is entirely different in principle and bears practically no resemblance to the optical or grating instruments. The original conception and development of the mass spectrometer dates from and is generally credited to Aston, of Cambridge, England. An early accomplishment of his research, about 20 years ago, was the discovery that the inert gas neon was actually a mixture of two kinds of atoms, one of the atomic weight 20 and the other of atomic weight 22. These two components occurred mixed in such proportion as to yield the usual atomic weight of 20.2. The study was continued and most of the elements were shown to be mixtures of components whose atomic weights can, to in

Jan 1, 1941

By Harlod Washburn, Herbert Hoover

This paper is in the nature of a rough preliminary report on the progress that has been made in the application of the mass spectrometer to various problems arising in the petroleum industry. A few years ago the authors considered a number of the problems that were arising in the qualitative and quantitative measurement of small amounts of hydrocarbons. The methods available of making analyses by chemical techniques appeared to leave much room for improvement. Without going into the reasons at this point, attention was turned to the possibility of employing physical instead of chemical methods of accomplishing the desired results. A preliminary investigation disclosed that the mass spectrometer presented a possibility of solving many problems which could not easily be accomplished by other methods. Work was begun in developing the necessary apparatus and technique. A great deal of encouragement and many valuable suggestions were received from Dr. Robert A. Millikan, Dr. W. R. Smythe, and Dr. W. N. Lacey, of the California Institute of Technology, and from Dr. E. 0. Lawrence, who recently received the Nobel Prize, of the University of California. The authors particularly wish to acknowledge the very great willingness of these outstanding scientists to be helpful in solving many of the problems that were involved. So far as the authors are aware, this was the first application of the mass spectrometer to commercial work. The results were considerably better than had at first been anticipated. Briefly, it is possible to run a qualitative and quantitative analysis of an unknown mixture of hydrocarbon gases, with an accuracy of better than plus or minus 5 per cent of each of the various constituents. An exceedingly high degree of sensitivity has been obtained, and a relatively short time is required to complete an analysis. Furthermore, it is unnecessary to separate a mixture of gases into its various components in order to complete the analysis. The Mass Spectrometer The mass spectrometer should not be confused in any way with the optical 01 grating type of spectrograph now in general use. The operation of the mass spectrometer is entirely different in principle and bears practically no resemblance to the optical or grating instruments. The original conception and development of the mass spectrometer dates from and is generally credited to Aston, of Cambridge, England. An early accomplishment of his research, about 20 years ago, was the discovery that the inert gas neon was actually a mixture of two kinds of atoms, one of the atomic weight 20 and the other of atomic weight 22. These two components occurred mixed in such proportion as to yield the usual atomic weight of 20.2. The study was continued and most of the elements were shown to be mixtures of components whose atomic weights can, to in

Jan 1, 1941

By Arthur Notman

DESPITE the tremendous drop in the volume of domestic production of metals, their prices, and profits, the world as a whole has managed to produce and consume nearly as much as in 1937. Measured by production, 1937 was the record year for copper, lead, and zinc. The Copper Institute figures for 1938 (estimating December as equal to November) show that although apparent domestic consumption declined 309,422 tons, foreign consumption increased 133.035 tons. The total for 1938 was 1,971,790 tons compared with 2,148,177 tons for 1937. The domestic decline was 38.5 per cent, the foreign increase 9.9 per cent, and the total decline 8.2 per cent.

Jan 1, 1939

By R. W. Raymond

(Pittsburg Meeting, March,1910.) THE Giroux Consolidated Mines Co. is equipping a five-compartment shaft at Kimberly, Nev., which will serve the Alpha mice. The depth of this shaft, January, 1910, is 963 ft., and of this depth 948 ft. was opened by raising, 15 ft. of sinking was done so that the bearers, collar-set, and three shaft-sets might be installed and concreted, and with this done it was possible to erect the necessary surface-equipment for resuming shaft-timbering on the completion of the raise. The arrangement of the shaft-timbering is shown in Fig. 1. At the 1,000-ft. level of the Alpha, and 750 ft. SW. from the Alpha shaft, a 14- by 18-ft. station was cut, and a 25-h-p. air-hoist *as installed. From here the raising commenced on July 5, 1909. The raise was cut approximately 13 by 21. ft. in area, and supported by timbering with square sets, illustrated in Fig. 2, which shows the division into four compartments. The end compartments, which were used as chutes, had the center girts heavier than in the others on account of the wear from falling rock. The chute-lining was braced by inserting 8- by 8-in. stiffeners parallel to and half way between successive caps. Similarly, the lagging on the wall sides of the cage-way and the compartment for pipes and ladder was stiffened with 4- by 6-in. timbers. In the pipe-and-ladder compartment the chute-stiffeners were reinforced with 8- by 8-in, struts, and as the cage-way was partitioned off by braced lining, there was practically no chance of rock entering the ladder-way in case a chute burst into the cage-way. Over the two center compartments the last two, sets were always bulkheaded with 8- by 12-in. timbers, shown in Fig. 3, and from the lower bulkhead the cage sheave-wheel was suspended. After a round of holes had been blasted and the loose

Jun 1, 1910

By Rudolf Kudlich

The problem of eliminating the hazards of hoisting in mines has been with us since the industry passed its earliest stages, when coal and ore could be won from surface working and tunnels. At first, safety devices were introduced as means of decreasing the amount of labor necessary to produce the mineral, or to increase the amount that could be obtained from a certain opening. For example, crude ladders replaced winding footpaths or steps cut into the walls of the pit or shaft, decreasing the distance it was necessary to carry the product to the surface and eliminating, to some extent, the hazard introduced by the precarious footing afforded by such paths and steps. Latcr, instead of being carried from the pit on the backs of men, the product was hoisted in buckets or baskets on a rope passing over a pulley or around a windlass. Thus the capacity of the pit was considerably increased, and the hazard due to making many trips up and down the shaft was eliminated. From such beginnings accident prevention in mine hoisting advanced with the importance of the industry, until at present hoisting compares favorably with other branches of the mining industry with reference to safe practices. As in the other branches, this progress has been accomplished along two general lines—by legislation, rules, and education, and by the installation of safety devices. Though due credit must be given the former, it is not so satisfactory as the latter. Legislation, to be effective, requires a policing and inspection system to guarantee enforcement, such as we cannot hope to inaugurate. Rules may be satisfactory so long as the employer controls the labor market, and dismissal or some other form of discipline is an effective means of insuring obedience to the rules; but where labor demand is in excess of the supply, or where labor organizations are in control, such measures are not effective. An educational campaign will draw attention to hazards and may awaken a desire to avoid accidents by exercising the proper care. It is necessary, therefore, to place our reliance mainly on mechanical devices to prevent accidents, and to depend as little as possible on laws,

Jan 1, 1923

By Rudolf Kudlich

The problem of eliminating the hazards of hoisting in mines has been with us since the industry passed its earliest stages, when coal and ore could be won from surface working and tunnels. At first, safety devices were introduced as means of decreasing the amount of labor necessary to produce the mineral, or to increase the amount that could be obtained from a certain opening. For example, crude ladders replaced winding footpaths or steps cut into the walls of the pit or shaft, decreasing the distance it was necessary to carry the product to the surface and eliminating, to some extent, the hazard introduced by the precarious footing afforded by such paths and steps. Latcr, instead of being carried from the pit on the backs of men, the product was hoisted in buckets or baskets on a rope passing over a pulley or around a windlass. Thus the capacity of the pit was considerably increased, and the hazard due to making many trips up and down the shaft was eliminated. From such beginnings accident prevention in mine hoisting advanced with the importance of the industry, until at present hoisting compares favorably with other branches of the mining industry with reference to safe practices. As in the other branches, this progress has been accomplished along two general lines—by legislation, rules, and education, and by the installation of safety devices. Though due credit must be given the former, it is not so satisfactory as the latter. Legislation, to be effective, requires a policing and inspection system to guarantee enforcement, such as we cannot hope to inaugurate. Rules may be satisfactory so long as the employer controls the labor market, and dismissal or some other form of discipline is an effective means of insuring obedience to the rules; but where labor demand is in excess of the supply, or where labor organizations are in control, such measures are not effective. An educational campaign will draw attention to hazards and may awaken a desire to avoid accidents by exercising the proper care. It is necessary, therefore, to place our reliance mainly on mechanical devices to prevent accidents, and to depend as little as possible on laws,

Jan 1, 1923

By Sidney A. Swensrud

Much has been said and written about uneconomic and evil marketing practices in the oil industry, including such factors as loaning of equipment, price cutting and secret prices, commercial discounts, abuses of credit cards and coupon books, and so forth. It is not my purpose here to add to the discussion of those problems, but rather to attempt a discussion of some of the more basic factors in the general distribution economies of the industry. The economics of distribution in the oil industry cannot be regarded apart from the general economics of the industry as a whole. The attempt to regard them as separate has led many people into the fallacy of believing that the responsibility for the apparent evils in the marketing end of the business lay entirely at the door of the marketing end. Such a view fails to take cognizance of many underlying factors; we can only expect to understand the distribution economics of the industry if we understand its general economics. We must realize also that the oil industry today is essentially the gasoline industry. The oil industry may be said to have begun about 60 years ago. At the outset it was concerned chiefly with the manufacture and sale of kerosene, lubricating oils and greases. Gasoline was then a most obnoxious by-product. The early oil-marketing company was engaged almost exclusively in refining and marketing—it did not concern itself with production but bore the relation to it merely of a purchaser. It may be said that the urge of marketing development in those days, therefore, came from the refining and marketing end of the business. The raw material had not yet begun to exert its enormous pressure, nor had the producer of crude oil acquired a direct interest in the sale of the ultimate finished products. Since then great changes have taken place. With the development of the automobile came a vast new demand for the raw material from which gasoline could be made. No longer could the refining and marketing companies be indifferent to the source of that raw material, particularly in view of the pessimistic outlook then presented as to the probable quantity of oil in existence. And despite the complete overturning of those early estimates, made before the bounty of nature and the skill of

Jan 1, 1931

By T. Watanabe, S. Karashima, H. Oikawa

Creep tests of a! iron and its solid-solution Fe-Mo, Fe-Co, and Fe-Si alloys with bcc structure were conducted under constant stresses in ferromagnetic and paramagnetic temperature regions above 0.5T,(T, is the absolute melting temperature). It was found their high-temperature creep behavior changed in the vicinity of the magnetic transformation temperature, that is Curie temperature, TC. In the ferromagnetic region below the steady-state creep rates were lower than those expected from the extrapolation of the data in the paramagnetic region, the amount of decrease being affected by solute addition. Also, activation energies for steady-state creep were different in the two temperature regions. The observed changes were concluded to be due to the effect of ferromagnetism on diffusion. It is well-known that plastic deformation of metals and alloys in the temperature region where mobility of atoms becomes high enough is controlled by atomic diffusion." Many experimental results394 on fcc and hcp materials have been reported to confirm this view. In bcc metals and alloys, not much basic investigation of creep deformation has been performed. In particular, experimental work on iron5-&apos; and its alloys, covering a quite wide temperature range is extremely scarce. On the other hand, the effect of ferromagnetism on diffusion has recently been demonstrated in a iron and its alloys;&apos; it has been made clear that diffusion rates in ferromagnetic temperatur~e region are significantly lower than those expected from diffusion measurement in the paramagnetic region. Therefore, it is concluded that the magnetic effect influences the high-temperature creep behavior in a! iron and in its alloys. The present authors have conducted creep experiments on a iron and its solid-solution alloys over a very wide temperature range, and have demonstrated the magnetic effect. A part of the result has already been reported elsewhere.26 In this paper, the experimental results will be described in detail. While the manuscript was in preparation, a similar magnetic effect on creep deformation of a iron was reported by Ishida . Though their experiments covered an extremely wide temperature range, the creep stresses varied from several thousand psi to several ten thousand psi with decreasing temperature. Consequently, it may be said that there remain some questions concerning their results. I) EXPERIMENTAL PROCEDURE The materials used in the experiments were pure iron and its alloys; they were prepared by vacuum melting (10"" mm Hg) electrolytic iron (99.9 pct), molybdenum powder (99.9 pct), ultrapure silicon, and cobalt pellet (99.5 pct) in alumina crucibles. The ingots were hot-forged to plates 10 mm thick and 50 mm wide, and then were hot-rolled at about 700°C into sheets 1 mm thick. Creep specimens, 5 mm in width and 15 mm in gage length, were machined from the sheets. They were annealed at temperatures which were well above their respective recrystallization temperatures. The chemical compositions of the metal and alloys are shown in Table I together with their heat treatments. High-temperature creep tests by the use of a lever-type creep testing machine were carried out in argon atmosphere under constant tensile stress. In order to keep &eep stress constant within about *0.5 pct, stress change due to specimen elongation was compensated by tensile force of a stainless-steel bellows which was inserted between the loading lever and lower specimen grip with the assumptions of a linear relationship between change in cross section and strain and uniform strain along the section. Beyond the limit of compensation by the bellows, small amounts of load were removed after appropriate strains. The testing temperatures were maintained to within i2"C of the reported values. Creep deformation was auto-graphically recorded at the upper (moving) specimen grip using a linear differential transformer which was held by a stainless-steel rod mechanically connected to the lower specimen grip. It was also directly measured with a dial-gage reading to -& mm. 11) EXPERIMENTAL RESULTS AND DISCUSSION 1) Creep Curves of a Iron and Its Alloys. Creep curves of a! iron, Fe-Si, Fe-Co, and Fe-Mo (<2 at. pct Mo) alloys usually consisted of three stages, that is transient (primary), steady-state (secondary), and accelerating (tertiary) stages. An example is illustrated in Fig. 1 for a! iron. However, in Fe-Mo alloys with more than 2 at. pct Mo, an inverse transient creepZ8 was observed as indicated in Fig. 2. The inverse behavior, which varied with the amount of molybdenum, may be due to the substructure* in the annealed specimen as was sug-

Jan 1, 1969

By Jack Green

Within three major tectonic time frames of earth history: Microplate (±3.8 - ±2.6 billion years), intraplate (±2.6 - ±1.3 b.y.), and macroplate (=1.3 b.y. - present), precious - metal deposits are confined to specific structural, depositional and physico-chemical environments. Precambrian primary gold deposits are localized in two microplate greenstone episodes (±3.7 and ±2.7 b.y.); secondary gold in Witwatersrand placers (±2.6 b.y.). Precambrian primary platinum group metals are in anorthositic facies of layered mafic intrusions (±2.8, ±1.8 and ±1.0 b.y.). Most radioisotope mineral dates cluster - at these times and are coincident with inflections on polar wandering curves. These coincidences may reflect episodicity in lunar tidal disruptions and global deceleration effects in crust and outer core during micro- and intra- plate phases. Macroplate tectonics and an oxygenated atmosphere created favorable conditions for strata-hosted and plate suture gold and silver deposits. "Black smokers" at constructive plate margins and calc-alkalic calderas at destructive plate margins are loci for hydrothermal gold and silver.

Jan 1, 1984

By John V. Beall

Spots Goblenski fluffed up his pork chop sideburns, checked the angle of his wide brim Stetson and ambled off the airplane. The pert Braniff hostess stood smartly at the door. "Goodbye now, take care," she said in the special airline stewardess voice superimposed on a Texas drawl. Spots smirked, "You betcha, Peaches, you too." It was a crystal clear, sunny day which New York can have at any season of the year (but rarely gets credit for) and being in high spirits Spots did not mind being captured by a cab driver. That is the cab driver brushed aside all other conversation to give a continuous colorful commentary on New York politics, revealing in the process that only the very wealthy and cab drivers share the same political views in that city. After installing himself in the fading opulence of the Hotel Roosevelt, he finished the day with a steak dinner with baked potato under sour cream and hearts of lettuce salad with Roquefort dressing at the Black Angus restaurant. The next morning he had an appointment with Hemphill, Frye and Louderdock. The offices of this prestigious firm of management consultants are high in the Pan Am Building. He was courteously received by a lacquered receptionist and was soon escorted into the presence of Mr. John Smith. "Ah, Mr. Goblenski; Spots, isn&apos;t it? Hope you had a good flight. Lovely weather we are having. Just make yourself comfortable over there, Spots." Smith seemed cordial and Spots slipped comfortably into the interview. He had always thought that management consultants were evolved from the "efficiency experts" made famous by the radio team, Amos and Andy. He associated the modern version with computers, PERT and other systems approaches. He was surprised that one of these firms was apparently acting as an employment agency. "Of course" continued Smith, "in evaluation of basic criteria of performance moduli, the human element enters, Spots, and that brings us to you." Spots sat up and focused his attention.

Jan 1, 1970

By Rudolf Kudlich

THE problem of eliminating the hazards of hoisting in mines has been with us since the industry passed its earliest stages, when coal and ore could be won from surface working and tunnels. At first, safety devices were introduced as means of decreasing the amount of labor necessary, to produce the mineral, or to increase the amount that could be obtained from a certain opening. For example, crude, ladders replaced winding footpaths or steps cut into the walls of the pit or shaft, decreasing the distance it was necessary to carry the product to the surface and eliminating, to some extent, the hazard introduced by the precarious footing afforded by such paths and steps. Later, instead of being carried from the pit on the backs of men, the product was hoisted in buckets or baskets on a rope passing over a pulley or around a windlass. Thus the capacity of the pit was considerably increased, and the hazard due to making many trips up and down the shaft was eliminated. From such beginnings accident prevention in mine hoisting advanced with the importance of the industry, until at present hoisting compares favorably with other branches of the mining industry with reference to safe practices. As in the other branches, this progress has been accomplished along two general lines-by legislation, rules, and education, and by the installation of safety devices. Though due credit must be given the former, it is not so satisfactory as the latter. Legislation, to be effective, requires a policing and inspection system to guarantee enforcement, such as we cannot hope to inaugurate. Rules may be satisfactory so long as the employer controls the labor market, and dismissal or some other form of discipline is an effective means of insuring obedience to the rules; but where labor demand is in excess of the supply, or where labor organizations are in control, such measures are not effective. An educational campaign will draw attention to hazards and may awaken a desire to avoid accidents by exercising the proper care.

Jan 2, 1922

This study of engineering education arose out of the action of a joint committee on engineering education, representing the principal engineering societies. The committee had gathered so much material that it decided the work could best be carried out by some one trained in applied&apos; science, who would devote his entire attention to the study.. The Carnegie Foundation therefore asked Prof. Charles R. Mann, of the University of Chicago, to undertake the work. After making a thorough study Prof. Mann has made a most comprehensive report. In it he says: The engineering schools of the United States began their work upon a definite teaching plan and one that had at least pedagogic consistency. But during the past half century the course of study has been overlaid with many special studies intended to enable the student to deal with the constantly growing applications of science to the industries. As a result, the load upon the student has become so heavy that there is a feeling that the students fail to gain a satisfactory grounding in the fundamental sciences and do not fulfil the expectations of engineers in d manufacturers in dealing with the practical problems with which they are confronted on leaving school. At present 60 per cent. of those who enter the schools fail to graduate, still many of them persist in engineering and make a success of it. It is evident, therefore, that the present systems of admission are not satisfactory. If a group of schools will take up the careful study of their entrance systems and experiment with objective tests and records of the students&apos; youthful interests and achievements, the percentage of elimination can be reduced to at least a fourth of its present size, with an enormous saving of time, energy, and money for both student and school. The number of required credit hours per week should be less than eighteen, preferably sixteen. The few experiments that have been made indicate that college students do their best work when not more than five subjects are studied at a given time.

Jan 1, 1919

Organization Place Date 1919 American Chemical Society :.... Philadelphia, Pa. Sept. 2-6 National Assn. of Stationary Engineers Huntington, W. Va. Sept. 8 American Peat Society Minneapolis, Minn. Sept. 22-24 American Iron, Steel Electrical Engineers St. Louis, Mo. Sept. 22-26 American Institute of Min. and Met. Engineers. Chicago, Ill. Sept. 22-27 American Steel Treaters&apos; Society, First Annual Convention Chicago, Ill. Sept. 22-27 National Exposition of Chemical Industries.... Chicago, Ill. Sept. 22-27 National Safety Council Cleveland, 0. Sept. 29-Oct. 2

Jan 7, 1919

By A. H. Lindley, Fraizer M. Stewart

For many years large mining companies were able to finance nearly all of their capital requirements from internally generated funds. However, during the last decade, funds needed for capital expenditures, dividends, and scheduled debt retirement have grown faster than cash flow. As a result the minerals industry has had to rely increasingly on other sources of funds. Getting the capital for new mining projects is a challenge, particularly for smaller companies. New methods of financing and new variations to old methods have been developed and more are needed. Commercial banks are short-term lenders. By policy their loans are limited to low risk loans-those made solely on the borrower&apos;s general credit, and secured loans where cash flow is sufficient to provide repayment within a comparatively short term. To maintain liquidity, banks prefer to make loans of less than seven years&apos; term. If a longer loan is needed an insurance company or pension trust may take the long-term part.

Jan 1, 1971

By K. A. ACKLEY

The petroleum industry experienced a year of satisfactory accomplishment in Oklahoma during 1945. Crude oil production was increased, a new record for recent years was established in well completions, and refinery operations were maintained at a maximum level. Daily average crude oil production increased to 382,000 bbl., reflecting a 13.5 per cent gain compared with production during the previous pear. Total wells drilled during 1945 amounted to 2556, a gain of 28.7 per cent over 1944 Refinery throughout averaged 187,500 bbl. daily, an increase of approximately 4 percent over the preceding year.

Jan 1, 1946

Organization Place Date 1919 American Chemical Society Philadelphia, Pa. Sept. 2-6 National Assn. of Stationary Engineers Huntington, W. Va. Sept. 8 American Peat Society Minneapolis, Minn. Sept. 22-24 American Iron, Steel Electrical Engineers St. Louis, Mo. Sept. 22-26 American Institute of Min. and Met. Engineers. Chicago, Ill. Sept. 22-27 American Steel Treaters&apos; Society, First Annual Convention Chicago Ill. Sept. 22-27 National Exposition of Chemical Industries.... Chicago, Ill. Sept. 22-27 National Safety Council Cleveland, O. Sept. 29-Oct. 2

Jan 8, 1919

By Guilliaem Aertsen

The derivation of the word tire (or tyre, as it is spelled in England) is obscure. Some dictionaries suggest that it is the aphetic form for "attire, covering," so called as being the outside covering or band of a wheel; also as a corruption of "tier," the band which holds, or "ties," the rest of the wheel together. One dictionary states: "The supposed derivation of the word is that bands were first used on wheels in the City of Tyre, Syria." In the infancy of railroads, the tracks consisted of flat bars of iron, spiked or bolted to the upper surfaces of longitudinal timbers, which, in turn, rested upon masonry foundations. Stone blocks installed for this purpose on the old Germantown & Norristown Railroad, now the Chestnut Hill branch of the Philadelphia & Reading Railway, were to be seen for many years on the right-of-way, north of what is now Wayne Junction, Philadelphia, Pa. The "cornerstone" of the Baltimore & Ohio Railroad was laid Apr. 4, 1828, and the fist locomotive in America was built by Peter Cooper at the St. Clair Works, Baltimore, Md., in 1829 "to demonstrate its adaptability to a curved road." It is believed that the first successful locomotive was built in Philadelphia by Tyler & Baldwin in 1832 for the Germantown & Norristown Railroad. Rufus Tyler and Matthias Baldwin were brothers-in-law; the latter&apos;s name will be identified with American locomotives until locomotives are forgotten. The wheels on these first locomotives, designed to run on this primitive rail, mere shod with plain iron bands, bent and welded. The flanges consisted of separate iron bands, bent sidewise,welded, and bolted to the sides of the wooden fellies, or rims. Before many years had elapsed the tires were fabricated of iron bands, rolled in one piece with the flange projection on the side. The tire for each wheel was bent and welded and subsequently attached to the wheel center by shrinkage, bolts, rivets and various mechanical devices. Germany is generally given the credit for first making such tires of

Jan 1, 1917