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By R. J. Grissom

PHOSPHATE deposits have been worked in many countries of central and south central Tennessee, but only ht ebrown rock deposits of Maury and Giles Counties will be discussed at any length in this articles, as all of the major opeations are now located there. They are: Mt. Pleasant District-Federal Chemical Co., Hoover and Mason Phosphae Co., International Minerals and Chemical Corp. (Maury and Giles Counties), Virginia-Carolina Chemical Corp. (formerly Charleston Mining Co.), and Victor Chemical Co. Columbia District-Armour Fertilizer Works and Monsanto Chemical Co. In the near future, the well-known, extensive deposits of blue rock in Lewis and Hickman Counties,also the brown rock in Hickman, Willamson, Summer and Davidson Counties, will again come into production. Certain physical peculiarities of the Tenessee deposit have played an important part in the design and use of mining and milling equipment.

Jan 1, 1944

By W. E. C. Coxe

At the meeting of the Institute in Philadelphia, in June, 1876, it was my pleasure to read a paper on the "Manufacture and Endurance of Iron Rails." I then spoke of some trial rails which had been placed in the down track of the Philadelphia and Reading Railroad, over which passed, in addition to merchandise and passengers, most of the heavy coal traffic of that company. One of these rails, made at the Philadelphia and Reading Rolling Mill in 1870, and then placed in the track, was removed in 1876, after having carried about 55,000,000 gross tons, and was on exhibition at the Centennial Exhibition. A piece of this worn rail, twisted cold, was also shown there. One of the same series of rails was allowed to remain in the track until 1878, and short sections of this rail, as well as one not worn, to show its original shape, are presented for your inspection. A comparison of the two will show that the top of the head or tread has morn down 3/16ths of an inch during its nine years of service. It carried in that time 67,000,000 gross tons of freight, passengers, cars, and engines. This rail was made in the usual way of manufacturing iron rails at the Philadelphia and Reading Rolling Mill. The head was made from puddled iron bars, piled, heated, and rolled into bars, 41/2 and 3 inches wide by 1 inch thick, these bars, breaking joints, were made into a pile in section 9 inches square, heated and rolled into slabs 9 inches wide and 2 inches thick; the balance of the rail-pile was made of 41/2 and 3-inch bars, rolled from two-thirds old rails and one-third puddled iron, the

Jan 1, 1880

By H. E. Kramm

(New York Meeting, February, 1919.) DURING the summer of 1911, I had the opportunity to study in detail the geological conditions of what is known in northern California as " Harrison gulch," in Shasta county. Though the district, as a whole, that is, the western part of Shasta and the eastern part of Trinity county, has contributed during the last 15 years a considerable share of the gold-production credited to Shasta county, very little is known of its geology, perhaps because the country is covered with a dense growth of brush which makes exploration and prospecting extremely difficult. Topographically the district presents a succession of ridges trending approximately N-S.; and alternating with deep narrow canyons. The drainage is partly into . the Sacramento, partly into the Trinity river. Climatic conditions in summer time are almost ideal. It is true, the thermometer may climb to 115°, but the air is dry and the heat is bearable, especially as the nights are always cool. It seldom rains during the summer months, and creeks and springs dry out towards the end of the summer. The winter is severe, lasting from November to April, and usually a thick layer of snow covers the mountains. By reason of the character of its gold-deposits, the region is known to miners as "the pocket country." It contains a series ?of eruptive rocks intruded into slates, cherts, limestones, and conglomerates. Dikes, laccoliths, and batholiths are frequent. In a day's ride it is possible to find all the common igneous rocks from the very acid to the very basic. Serpentines are especially abundant.. The sedimentary rocks are, as rule, broken and shattered as well as folded, and show the effects of intense metamorphism. ? Pocket-hunters " speak of the contact of diabase and slate as the ? pocket-contact." Some rich gold-pockets, however, have also been found in the diabase.

Jul 1, 1912

By O. P. Dolph

SPANIARDS were probably the first to mine the rich surface ore in the veins cutting the rhyolite capping that outcrops on the hills of La Mazata, oil the Allyones side of the Magdalena valley in Jalisco, Mexico, although the name comes from a word of Indian origin meaning "deer". The camp is about 12 km. west of Magdalena, a town on the Southern Pacific Railroad, and about 17 km. north of Etzatlán, on the Mexican National Railroad, at an elevation of 4500 ft. The climate is subtropical with no extremes of heat or cold, the rainy season beginning in June and ending in October.

Jan 1, 1938

By D. L. Martin, E. R. Parker

DURING the heat-treatment of silver specimens for tensile tests it was observed that the bars blistered and became brittle when heated in a hydrogen atmosphere. [ ] To check this unexpected result, a wide variety of commercial silvers were heated in hydrogen at 850°C, Only a few of the materials developed blisters, the most severe of which is the tube pictured in Fig. I. The microstructure of a cross section of the tube is shown in Fig, 2. The embrittlement is extremely severe at the edge; the blisters result from the severe deforma- [ ] tion of the surface material by large underlying gas pockets, The effects resulting from hydrogen embrittlement of silver have been observed by numerous investigators over a long time1,2,3 although it was only recently that a clear explanation was offered ,4 However, the damage resulting from hydrogen embrittlement has not been generally recognized; and it is of advantage to know more about this phe-

Jan 1, 1943

By A. D. Dorenfeld

Factorial design is a mathematical method of drawing valid conclusions from a series of tests made in a predetermined pattern. It is applied to flotation ore testing using, in this case, five variables, each varied twice, requiring a total of 32 tests. Representative conclusions are checked by repeat testing. THE factorial design method of testing is particu-J- larly applicable to mill-scale plant tests because 1—the conclusions take into consideration all variabilities of the plant, 2—there are no subjective guesses as to the conclusions, 3—the number of tests necessary to check large numbers of variables are at a minimum, and 4—interactions between variables can be discerned. It is equally applicable to laboratory testing because once the variables to be investigated have been decided upon, as well as the number of levels for each variable, a well-trained assistant can run the tests, since the test work follows a predetermined mathematical pattern, leaving the conclusions to be found by the person in charge. The conclusion takes into consideration all errors of the tests. To illustrate the use of factorial design, a sample of copper porphyry ore was tested, the copper content of the batches not being uniform. Five variables were investigated, each at two levels, requiring only 32 tests. After suitable arithmetical analysis, conclusions for copper recovery and concentrate grade are arrived at. Four cases of these conclusions are checked by repeat testing. Testing Methods Reproducibility of flotation tests varies widely, depending on the experimenter, the process, the equipment, and probably a host of unknown and perhaps interacting variables. If the reproducibility of tests is good, let us say to 0.2 pct recovery of a certain metal, and the minimum difference between tests upon the variation of the interested variables is, say 1 pct, then simple averaging and inspection is ample in interpreting results. However, often such a happy situation is not the case. This is particularly true in mill-scale operations where the ores are variable, and a host of minor operating fluctuations common to most milling, and familiar to all mill operators, is the normal state of affairs. Yet, mill scale tests are run, the results averaged, and conclusions drawn therefrom. The trustworthiness of such results should be measured by comparison to the experimental error—the measure of the degree of reproducibility of the results. This comparison is a test of significance. Thus, if daily results of recoveries average 80.0 pct, and a spread of 78.0 pct to 82.0 pct, is recorded, then, clearly, on changing mill operations, an 81 pct recovery cannot be construed as significant by using averages, since it is well within the previous test limits. By using rigorous statistical tests of significance, conclusions arrived at by inspection or simple averaging may be shown to be based on inadequate evidence or even wrong. In any event, a plant super-

Jan 1, 1952

By WILLIAM COUPER

THE completion of the excavation of the tunnels through Bergen Hill for the extension of the Pennsylvania Railroad into New York City, together with the fact that the excavation for the rest of the tunnel-line has been practically completed for some time past, arouses sufficient interest to justify a description of the engineering- and contracting-work, and the organization by which it has been accomplished. The finishing of the excavation is a long step towards the completion of the entire tunnel-project. It will be interesting to the members of the Institute, who last spring were taken through a great part of this work, to know that by the excavation now completed it is possible to walk by tunnel from a, point near Sunnyside yard, Long Island, east of the 34th Street ferry, to the central passenger station site in the City of New York, and thence by tunnel to the Hackensack meadows, and by an embankment constructed across these meadows to Newark, N. J. This New York tunnel extension is being constructed as a part of the Pennsylvania Railroad system by the Pennsylvania Tunnel & Terminal R. R. Co., a corporation of the States of New Jersey and New York. It extends from a point near Newark, N. J., to the Sunnyside yard, Long Island, as indicated on the accompanying plan.

Jan 7, 1908

By William B. Harris, Leonard Greenburg, Gustav Werner

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1943

By Gustav Werner, Leonard Greenburg, William B. Harris

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1943

By Robert E. Green, T. Hinton

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

Jan 1, 1967

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

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

Jan 1, 1944

Executive DEGOLYER, Chairman SIDNEY H BALL RICHARD PETERS, JR WILLIAM H BASSETT J V W REYNDERS Finance GEORGE D BARRON, Chairman H A GUESS GEORGE OTIS SMITH Membership J M CALLOW, Chiarman FRANK L ESTEP WILBER JUDSON GEORGE D BARRON H N SPICER Alternates P A MOSMAN EDWARD B STURGIS

Jan 1, 1923

By EDWARHD HALSE

Discussion of the Paper of Dr. H. M. Chance, presented at the Lake Superior Meeting, September, 1904. EDWARD HALSE, Puerto Berrio, Colombia, So. Amer. (communication to the Secretary*) : The Taviche mining-district is generally known as a Taviches," being named from the two villages called respectively San Pedro Taviche and San Jeronimo Taviche. It is so called by José G. Aguilera, in his paper on the Geographical and Geological Distribution of the Mineral Deposits of Mexico;' and in published reports by the late N. W. Rudston Read ;2 and by Juan de Dios Villarello.3 The region is a large one, measuring about 24 miles long and 7 miles wide. Dr. Chance, in his interesting paper, tells us very little about the nature of the ores, and, with regard to the geology of the district, contents himself with observing that ? the country, as a rule, consists of eruptive rocks; and no evidences of sedimentary strata appear near the mines.? The latter part of the above statement is hardly correct. The formation is mainly eruptive, being hornblende-audesite of Tertiary age, which is limited on the east by the calcareous (Cretaceous) formation, and on the west by the Huronian rocks of Ocotlan. Limestone is seen close to the Santa Càtarina mine, at the northern end of the region. In the surface-working known as La Cueva, a little northeast of San Pedro, limestone forms the eastern wall of the deposit which consists of spots (moscas) of pyrargyrite in white opaque or transparent quartz. Ill one place the ore is associated with stibnite, and the quartz frequently exhibts a

Sep 1, 1905

By Charles Catlett

(San Francisco Meeting, October, 1911.) WHILE the occurrence of phosphorus in coking-coal has assumed less importance with the development of the open-hearth method of steel-making, it may not be without interest to note the form in which phosphorus exists in one particular coal-seam. In the examination of what is known as the Big seam, which outcrops a few miles west of Columbiana, Ala., my attention was called to the distribution through the coal, in the form of minute veins and particles, of a resinous-looking substance. A small amount of this was selected, and was provisionally identified as evansite (Al6, P2 014. 18 Aq). Subsequently, through the courtesy of Dr. Sharshall Grasty of the Geological Department of the University of Virginia, I was able to secure an additional amount of material, which was purified down to about 0.3 g. This was examined by Prof. John J. Porter of the University of Cincinnati, and gave the following partial analysis

Nov 1, 1911

By B. A. Rogers

IN addition to the usual methods of manufacturing steel, a number of special processes have been the subject of considerable experimentation-and use in manufacturing practice. A number of these methods have been of a type in which a rapid refining action has been secured through the intimate mixture of fluid slag with fluid metal. The persistence with which more rapid methods are sought is indicated by the current interest in the Aston' method for producing wrought iron and in the Perrin2 process for dephosphorizing and deoxidizing steel. In the Perrin process, in particular, the mixing action is extremely vigorous and the reactions proceed with surprising speed.

Jan 1, 1936

By AIME AIME

INSTITUTE HEADQUARTERS, Hotel Statler. On Monday evening, Oct. 28, 1912, the visiting members and guests were informally received by the Local Committee at the Headquarters of the Institute at. the Hotel Statler. The evening was very pleasantly spent in renewing old acquaintances and friendships and in forming new ones. The first session, held Tuesday morning, Oct. 29, 1912, in the impressive Assembly-Room of the hotel, was called to order by David T. Croxton, Chairman of the Local Committee. Mr. Croxton introduced the Hon. Newton D. Baker, Mayor of Cleveland, who extended a cordial welcome to the members and guests present. James F. Kemp, President of the Institute, who subsequently presided at the meeting, responded in behalf of the Institute.

Nov 1, 1912

By Charles H. Moore

In the study of the properties of rutile pigments it became apparent several years ago that certain physical and optical properties could not be determined on particles of pigmentary size. Since reflected light is the dominant type which reaches the eye from small particles, the true color of pure rutile was not known. Most rutile pigments are acicular in habit, elongated parallel to the "c" axis. It was considered important to know the nature and tone of light transmitted, for example, by a basal plate. Further, as shown by spectrophotometric curves, there is a very strong absorption of light of 4000 k as measured on particles with random orientation. It would be interesting to see whether this absorption position varied with predetermined and selected orientations. Also, since the behavior of titanium pigments in a vehicle is important, a knowledge of the surface wettability of single crystals by various media should prove very fruitful. Finally, the optical properties of rutile are such that it should show, in a single pure crystal, greater fire and brilliance than the diamond. Mineralogists had long speculated that this would be the case and curiosity was strong to produce a single crystal large enough to cut.

Jan 1, 1949

By R. S. Handy

The No. 2 unit of the West Mill of the Bunker Hill & Sullivan Mining & Concentrating Co., which went into commission Apr. 17, 1912, is structurally a twin of the No. 1 unit, which was started Nov. 9, 1909. Up to the point where the ore enters the concentrating-de-partment, it follows precisely the process described by G. Cae-tani in his article entitled, Milling of Lead-Silver Ores,' under the heading, Preparation of the Mill-Ore. The process from this point forward, in the No. 2 section, is outlined on the accompanying flow-sheet. In describing it I shall attempt to analyze the products of each separate process. The constancy of the tonnage and the uniformity of the quality of the feed render this practicable. No. 1.—550 tons of feed, all having passed 30 mm., is washed into two 15-mm. trommels, 4 ft, in diameter, 60 in. long, 17 rev. per min., 1 in. slope, 3/8-in. gauge steel.

Jan 1, 1913

By C. L. Mantell

When considered from the viewpoint of world annual output, tin is one of the rarest metals. Its annual production is exceeded by that of iron, copper, lead, zinc. aluminum, magnesium; probably by that of the ferroalloys of manganese, chromium, and silicon, and possibly by the world production of sodium; while it exceeds only the output of such common metals as nickel, antimony, mercury, tungsten, molybdenum, silver, gold and the precious metals. Cassiterite, or tinstone, until the second World War was the only mineral that was an important source of tin. This mineral is frequently called "tin ore." The use of the term should be restricted to the ore containing the mineral, and not, in addition, to the concentrates of the mineral obtained from the ore or from stanniferous alluvial deposits. There is a general misuse of the term "tin ore" in the Malay Peninsula and adjacent localities, particularly where most of the mineral is obtained from secondary stanniferous deposits. The term "cassit-erite" is exclusively used in mineralogical, geological, and other scientific writings; it is unfortunate that it is not mole frequently used when referring to the occurrence of the mineral on an economic scale. Ores "Tinstone" js a very convenient old English term deserving a more frequent use. Tinstone is a dioxide of tin, or stannic oxide. When chemically Pure, as in the very rare transparent variety, it has a metallic content of 78.6 per cent tin. Frequently, however, the crystals and grains contain appreciable amounts of impurities, chiefly iron and tantalum. The impurities here referred to are those actually in the mineral itself. Tinstone usually has a deep brown or black color with an adamantine luster. Several other colored varieties are known, among them red ruby tin, yellow rosin tin, and yellow wax tin. the names jn each case being descriptive of the mineral's appearance. Ainalite is a variety of cassiterite con-taining almost g per cent of tantalum pentoxide. Sparable tin, tooth tin, and needle tin, as a result of their acute dite-tragonal pyramidal crystalline form, re-ceive their names from their crystallo-graphic appearance. Wood tin is a compact variety of cassiterite composed of radiating fibers resembling dry wood. Toad's-eye tin is a similar variety on a smaller scale in which the fibers appear to resemble the eye of a toad. Stream tin is water-worn tin-stone. Float tin is sometimes employed to describe the cassiterite occurring in soil derived from the weathered surface of a mineralized area. Stannite is an ore of tin of lesser impor-tance than cassiterite. It is a sulphide of tin, copper, and iron, sometimes known as tin pyrites or bell-metal ore. Its chemical com-position is sometimes expressed by the for-mula Cu,S.FeS.SnSz with zinc usually present in varying quantities. The tin con-tent varies from 22 to 27 per cent and there is about 29 per cent of copper, 13 per cent of iron, and 30 Per cent of sulphur.

Jan 1, 1944

By H. Rees

This paper supplements and brings up to date a report prepared earlier this year and presented at the Eleventh Pan American Railway Congress in Mexico City. Most of the original report is contained in this paper in order to acquaint the reader with the project background. On December 1, 1961, construction of this locomotive was completed. Stationary testing started immediately, and a host of problems in various areas were uncovered. Many of these had no relation to the use of coal in a direct fired gas turbine. All of them emphasized the problems which plagued previous projects of this kind. In 1944 the Locomotive Development Committee of Bituminous Coal Research, Inc., was formed to study the problems of combustion, coal handling, and fly ash removal which would have to be solved before coal could be used to fire a gas turbine. By 1947 this committee was composed of the chief executive officers of nine eastern railroads and five eastern coal companies. All of the members of this committee were vitally concerned in a coal fired gas turbine because coal cost only one-fourth as much per heat unit as fuel oil. A number of research projects were started to develop and test components on a small scale. This included work at John Hopkins University, Battelle Memorial Institute, Institute of Gas Technology at Chicago, Purdue University, and Southern Research Institute. By 1946 a pilot plant had been installed at the Dunkirk, New York plant of Alco Products Div. of American Locomotive Co. The U. S. Bureau of Mines made available to the Locomotive Development Committee (hereafter called LDC) a Houdry process gas turbine plant, originally destined for a Russian oil refinery. The full scale pilot plant was used to evaluate the results obtained from the small scale studies under actual gas turbine conditions. Operation of this plant disclosed a number of problems which had not been discovered in the small scale tests. By 1951 four 250 hr tests had been conducted with the Houdry gas turbine to test out a variety of equipment. The major problem concerned the removal of abrasive fly ash from the products of combustion so that wear on turbine blades would not be excessive. The first 250 hr test showed that the original fly ash separating equipment was inadequate. Large ash particles passing through the turbine blading were nicking the leading edges of the first row blades. At the conclusion of the second 250 hr test, erosion was so severe that the first row of stator and the first row of rotor blades were replaced. At the end of the third 250 hr test, it was necessary to replace the first three rows of stator blading. The fourth test was used to test out a new design fly ash separator developed by LDC and named the Dunlab tube. This device gave more encouraging results than any of the others tested. Early enthusiasm for overcoming major difficulties had resulted in placing an order in 1946 with Allis-Chalmers Mfg. Co. for a 3750 hp regenerative gas turbine. The gas turbine, together with associated combustion and ash removal equipment, coal handling equipment, generators and gear reduction unit was installed at Dunkirk by 1951. A 750 hr test was made in 1952 with the LDC-Allis Chalmers gas turbine power plant. At the end of this test it was necessary to replace the first four rows of both rotor and stator blading. Rows 5 and 6 did not require replacement. In 1953 the American Locomotive Co. joined with LDC and assumed an active role in equipment development and manufacture. During 1954 LDC-Alco operated the rebladed gas turbine 300 hr to determine if a new fly ash separator was adequate. Performance of the improved separator was considerably better, but trouble was experienced with clogged blowdown lines from the Dunlab tubes. When these lines clogged it permitted the passage of abrasive particles. In 1955 a total of 1421 hr was run. This included 243 hr of cycle operation on Union Pacific coal from the D. O. Clark mine at Superior, Wyoming. During the 243 hr a total of 370 tons of coal was consumed. The purpose of this test was to determine if U.P. coal was suitable for use in a coal fired turbine. It was the unofficial opinion that it was as good or better than the eastern coals that had been tested.

Jan 1, 1964