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By J. B. Clark

In multiphase ternary diffusion studies, plots of the variation bf the composition on the isotherm constitutes one of the most effective methods of presenting experimental results, especially if such plots are made in a manner which relates the composition path on the isotherm with the diffusion layer structure in the couple. Unfortunately, if different conventions for plotting are used serious misinterpretations occur readily, causing apparent disagreement between investigators who actually share the same viewpoint. A common convention for mapping these diffusion paths is needed at this time because with the increasing use of the electron-probe X-ray microanalyzer, a much greater number of ternary diffusion studies can be expected in the near future. In an effort to prevent unnecessary confusion in the future litera- ture, a convention for these plots is proposed, as outlined below. A hypothetical example of the use of these conventions is given in Fig. 1 where the path of composition through the diffusion structure of the 100 pct A/50 pct B, 50 pct C couple is plotted on the appropriate isotherm of the ABC system. The lower case letters relate the region in the diffusion layer structure to the appropriate composition on the ternary isotherm. 1) The diffusion path is plotted on the isothermal section corresponding to the diffusion temperature of the couple. 2) The terminal compositions of the plotted diffusion path are the initial compositions of the couple halves—provided infinite boundary conditions are maintained. If, in either couple half, infinite conditions are not maintained, then the path terminates at the composition of the exterior surface of the couple. If, at this surface, the composition varies with time or if the plotted path is time dependent, then the diffusion time should be noted beside the plotted path. 3) A solid line crossing a single phase field (e.g., line a-b in Fig. 1) denotes an existing layer of that phase in the diffused couple. 4) A dashed line crossing a two-phase field parallel to the tie lines (e.g., line g-h) represents an interface between the two phases with interfacial compositions designated by the ends of the tie-line. The line represents no spatial extent. 5) A solid line crossing a two-phase field so as to cut tie lines (e.g., line b-c or line j-k) represents a locally equilibrated columnar two-phase layer. The solid line should cut those tie lines which correspond to the lateral interfacial equilibria along the columnar

Jan 1, 1963

By A. C. Fieldner, W. A. Selvig

For purposes of coal classification it is desirable to know the composition and calorific value of the pure coal substance; that is, of the coal free from its ash-forming minerals. Two methods suggest themselves: (1) To free the coal from most of the ash-forming material previous to the analysis; and (2) to analyze the coal as received and calculate the analysis, with certain more or less arbitrary corrections, to the pure-coal basis. Calculation methods are obviously more apt to give correct results with low-ash than high-ash coals. With coals of unusually high ash it would appear preferable to remove, previous to the analysis, as much of the inorganic matter as possible, by float-and-sink or acid-treating methods. Effect of Ignition on Inorganic Constituents of Coal The need of corrections in calculating analysis to the pure-coal basis is due to the fact that the ash, as determined by ignition, is not the same, in either weight or composition, as the inorganic mineral matter in the coal. On ignition a number of changes occur in the coal such as loss of water of hydration of the shaly material, conversion of pyrite (FeS2) to ferric oxide (Fe203) with evolution of the sulfur as sulfur dioxide or possible fixation of more or less of the sulfur in the ash as calcium sulfate (CaSO4), and decomposition of calcite (CaC03) to calcium oxide (CaO). The amount of sulfur from pyrite which remains in the ash as calcium sulfate depends on the amount of calcite and pyrite in the coal. Certain coals high in both calcite and pyrite show relatively large amounts of sulfate sulfur in the coal ash. The determination of total carbon and hydrogen in coal includes, besides the organic carbon and hydrogen, the carbon of inorganic carbonates such as calcite, and the hydrogen of the water of composition of some of the ash-forming minerals. For detailed discussion of corrections proposed for calculations of coal analyses to the " pure "

Jan 1, 1930

By N. Mungan

Laboratory imbibition and displacement experiments were performed using crude oil and cores drilled with water and preserved under anaerobic conditions. The purpose of these tests was to determine reservoir rock wettability and to find out if more oil could be recovered by use of NaOH solution than by conventional waterflooding. The preserved cores were found to be oil-wet. Contrary to work in the literature, these cores changed to water-wet upon contact with air. After exposure to air for a week, the cores yielded more oil by waterflooding than when preserved under exclusion of air. At reservoir temperature of 160F, flooding the preserved cores with 0.5N NaOH solution recovered more oil than an ordinary wa-terflood, and additional oil when following a waterflood. When the caustic solution was used from the beginning, all the extra oil was obtained before breakthrough; when the caustic followed a conventional waterflood, the extra oil was produced in the form of an oil bank ahead of the injected caustic. The increase in oil recovery resulted from wettability reversal. Also, use of caustic reduced the volume of injection required to flood out the cores. At room temperature, however, the caustic solution did not reverse the wettability and gave no additional oil recovery. Cores which had become water-wet by air exposure or caustic flooding were restored to their original oil-wet state when saturated with crude oil and allowed to equcilibrate at reservoir temperature for two weeks. Therefore, in the absence of preserved cores, it may be possible to restore weathered cores to their original wettability for use in laboratory floods. INTRODUCTION Waterflooding has been in use since 1865, and is by far the simplest of secondary recovery methods. Unfortunately, most waterfloods are inefficient in recovering oil, often leaving half or more of the original oil in place un-recovered. The low oil recovery generally results from low sweep efficiency and low displacement efficiency. Consequently, to increase oil recovery by waterflooding, sweep and displacement efficiencies should be improved. Sweep efficiency is primarily affected by reservoir heterogeneities and mobility ratio, while displacement efficiency is affected by the capillary forces between fluids and rock surfaces. For petroleum reservoirs, the capillary forces are expressed in terms of interfacial tension and wettability. If oil recovery is to be improved significantly in water- flooding, the capillary forces holding the oil in the raervoir porous matrix must be reduced or eliminated. One way to reduce capillary forces is to inject commercial surfactants ahead of the injection water into the reservoir. Laboratory tests of this method have shown no promise of an economical process yet, and no increase in oil recovery was obtained in the field trials which have been reported. Work is continuing in many companies to find surface-active agents which, in workable concentrations, can yield substantial added oil recovery. Another way to change capillary forces operating in petroleum reservoirs is by changing the pH of the injected water. Wagner et al.' showed that change in the pH sometimes activates the surface-active materials natural to some crudes and brings about gross wettability change. Since pH alteration can be obtained with cheap chemicals, such as hydrochloric acid or sodium hydroxide, the process shows promise of being economical in a field application. Pan American Oil Corp. reported oil recovery by use of caustic solution from a flooded-out reservoir.' Their test, conducted at a small additional cost, yielded results which were so sufficiently favorable and encouraging that the wettability reversal flood was expanded to portions of the field not previously flooded.13 It is important to bear in mind that changes in the pH of the water not only can reverse wettability but also can lower the interfacial tension between water and crude oil. Reisberg and Doscher4 have studied the pH dependency of the interfacial tension of Venture crude using sodium hydroxide solutions of various concentrations. Their data show that the interfacial tension was lowered from 23.0 to 0.02 dynes/cm by increasing the NaOH concentration from 0.005 to 0.5 per cent by weight. Thus, the use of NaOH may lead to additional oil recovery due to both wettability reversal and lowering of interfacial tension. Whether alteration of pH results in wettability reversal from oil-wet to water-wet and increases oil recovery depends on wetting properties of the reservoir rock and the crude. This necessitates delicate laboratory experiments, with suitable core and fluid samples from a field. Although many investigators have studied wettability reversal floods in the laboratory,1,2,5,6 these studies have been carried out with synthetic porous media, refined laboratory fluids and surface-active chemicals to simulate the process. The study presented in this paper is the first time that wettability reversal by pH alteration has been accomolished in laboratory core floods using carefully preserved natural cores, live crude and with experiments performed at reservoir pressure and temperature.

Jan 1, 1967

By H. C. Schultz

CERTAIN local conditions were known to govern in large measure the successful adaptation of liquid-oxygen explosives to the large-scale blasting at Chuquicamata. The wide variation in hardness of the rock at this mine makes necessary the use of several types of explosives. A locally manufactured, relatively cheap black powder is used in blasting the softer waste and capping material, where a thorough displacement, breaks the ground sufficiently. Before the introduction of L. 0. X., an ammonia dynamite of about 65 per cent. strength was being used exclusively in the harder underlying orebody, where a strong disruptive as well as a displacement effect is required for breaking the ore. The L. 0. X., as developed for quarry work in the United States, has a practically pure carbon cartridge material, and the explosive has an extremely high rate of detonation, which should therefore cause it to usefully develop its full disruptive effect in hard ground. The individual blasts at Chuquicamata are large, black-powder shots which dislodge masses of rock averaging 250,000 tons each, and dynamite shots which dislodge masses averaging 80,000 tons each. It was desirable, therefore, to attempt to displace with L. 0. X. the faster, higher-cost ammonia dynamite used in the smaller blasts. It was not considered practical to attempt to displace the low-cost black powder with L. 0. X., as estimated costs showed no probable saving if this were accomplished. Since it was desirable to continue shooting relatively large blasts for effective operation, it was recognized that larger storage facilities than had been in use would be needed for the liquid oxygen. Because of the difficulty of transporting and discharging large storage containers of efficient design, the better plan appeared to be storage and discharge of the liquid at the place of manufacture, and transportation of the filled soaking boxes to the blast.

Jan 1, 1928

By S. G. Gibbs, A. B. Neely

Jan 1, 1967

By E. Gybbon Spilsbury

It is not my purpose in this paper to describe all the different contrivances which have been devised, during the last quarter of a century, for the purpose of Iessening the expense of mining and tunnelling operations; I wish merely to call your attention to the crying want of the Western miners for some cheap and effective machine, capable of economizing on the heavy item of hand-drilling, and to enumerate a few of the latest improvements which have been made in machines of this class. This necessity for the introduction of some kind of labor-saving machinery in mining, especially in the West, begins to make itself felt more imperatively every day. No branch of industry has remained so conservative to the old customs and systems of working, as has mining; and yet no branch is so entirely dependent on economical working for a successful issue; and in very few is the proportion of cost of hand-labor to profits obtained so preponderantly heavy. Perhaps the chief reason for this seeming apathy towards progress in this direction arises from the fact that nearly all mining operations, especially in this country, are carried on in regions more or less remote from the great centres of civilization, thereby rendering the carriage and erection of machinery extremely difficult and expensive. Another reason, however, exists in the fact that a large number of men in charge of mining operations are greatly prejudiced against the introduction of machinery underground, from the idea that it cannot be made to adapt itself to the various positions and

By R. A. Esmonde

This paper describes the building and testing of a prototype welded aluminum truck body to a new design concept. The results of these tests are given along with an outline of further developments in the design and field application of aluminum bodies. The results of field service history are recorded with special reference to types of mining operations, service performance, wear, maintenance and economics of operation. Mention is made of current U.S. usage and predictions given as to future development of aluminum bodies in the mining industry. The use of aluminum for off-highway truck bodies in hauling rock for the mining and construction industries is by no means the novelty that it may seem. In 1932 an aluminum unit proved very satisfactory in service on the Hoover Dam project but at that time the only high strength aluminum alloys available were not weldable and with the high cost of construction, a sound economic case for an aluminum body could not be made. After World War I1 great advances in aluminum welding techniques, using the inert gas shield, combined with the development of high strength alloys with good welded properties and welding characteristics changed the whole picture. Welded aluminum bodies were rapidly developed and by 1958 attention was again focused on the use of aluminum for off-highway truck bodies. EARLY DEVELOPMENT WORK In 1959 Alcan, the Aluminum Co. of Canada, embarked on an extensive development program to prove the durability and economics of aluminum truck bodies for the mining and construction industries. The first step was to design a prototype aluminum body which took particular advantage of the fact that the modulus of aluminum is only one third that of steel. This means that within the elastic range, aluminum moves three times as much as steel which makes it more flexible and capable of absorbing much greater impact shocks. A body was built and mounted on a 22-ton truck and taken to the Jeffery Mine of Canadian Johns Manville Company at Asbestos, P.Q., Canada. Very little information was available as to the order of stresses that were set up in off-highway truck bodies and so it was therefore decided to carry out a test program to find out this information.

Jan 1, 1969

By Albert Zima

ACCORDING to recently published statistics, it is predicted that as much oil must be produced during the next 16 years as has been produced during the past 75, in order to satisfy the high rate of consumption of petroleum products. During 1934, over 17,000 oil wells were completed in the United States, and it is expected that over 20,000 additional wells will be drilled during the current year. Were it not for the remarkable progress made during recent years in the improvement of drilling technique and in the development of equipment used in the production phase of the oil industry, it is doubtful whether sufficient oil could be produced to meet present requirements. A few years ago, wells seldom were deeper than 3500 to 4000 ft., owing to the limitations of the drilling methods and equipment employed. Today, however, through the application of scientific drilling methods and the adaptation of modern equipment and improved materials, many wells range from 6000 to 8000 ft. in depth, and a few recent completions exceed 10,000 feet.

Jan 1, 1935

By Franklin G. Pardee

WARTIME depletion of the reserves of iron ore in the Lake Superior region of the grade and character now being shipped down the Lakes was serious. The time has come to take stock of the resources that remain in order to plan our future program of supply for our blast furnaces and protect, as far as possible. the tremendous investment made in the Lake Superior iron mining industry. Hugh M. Roberts and William H. Crago have estimated the reserves of the Lake Superior region in the United States at two billion long tons. These reserve figures are of direct-shipping ore and those concentrates produced by methods now in commercial use or those methods that may be expected in the near future. In their estimate they have assigned 392 million long tons to the Michigan ranges (all reserves in long tons) : 112 million tons for the Gogebic. 140 million tons for the Menominee, and 140 million tons for the Marquette.

Jan 1, 1948

By Ralph H. Kress

Haulage trucks designed expressly for mine service were introduced about 35 years ago. The first models to arrive on the scene hauled about 15 tons and easily outperformed the modified highway trucks that had been used for mine haulage up to that time. The specialized trucks obviously had a greater potential for mining operations, and once this fact was recognized, competitive pressures in both the mining and truck-manufacturing industries drove the new vehicles toward ever more efficient performance. Many changes in truck design resulted, but not all were accepted for a variety of reasons. Often poor design was the reason, but in many cases progressive and promising designs were abandoned only because the truck manufacturer lacked the courage, tenacity, or vision to capitalize on them. There were also many cases where a promising new design was abandoned because the prototypes were initiated in a mine where personnel lacked the patience to prove them. Truck Startup Takes A Team Ally new truck that is to succeed and contribute to lower mine haulage costs must be well conceived and launched with good teamwork on the part of all concerned. Naturally, it is essential to have a good overall truck design at the outset to make this teamwork worthwhile. The design must include the selection of the right components manufactured by suppliers that can each do justice to their particular part of the new truck. Last, but by no means least, the mine operator where the truck is to be launched must be enthusiastic in his efforts to see the new vehicle through to successful operation.

Jan 1, 1971

By J. J. Pelley

NOT being a scientist, an engineer or a metallurgist, I consider it a very great honor indeed to be asked to address the American Institute of Mining and Metallurgical Engineers. Your program indicates that any lack of intricate and technical knowledge on my part in the field of metals will be well taken care of by others. Therefore, I believe any remarks that I have to make might well be devoted to the practical side of metals in railroad service and to the general railroad situation as I view it today. The experiments now being conducted on the railroads with so-called streamlined, light-weight trains and cars would not have been possible had it not been for scientific and engineering research in the past that made these lighter weight metals available. The railroads now have approximately forty units of these new trains in operation. Experi-ence with them will no doubt be a guidepost for future construction in that direction. While the best known experiments are in the passenger service, they are being extended into the freight service. Within the past three years there was constructed for the Association of American Railroads a new standard box car of ordinary carbon steel, in which, by reason of superior design, weight was reduced by 3500 to 4500 lb. under that of existing cars of like capacity. The Association is now testing a box car that weighs approximately six or seven tons less than practically all of the box cars of like capacity in service today. If these tests are successful a very large field for the use of lighter weight metals will immediately be opened, provided the costs of such metals are not too high. The fact that various experiments are being carried on with other classes of equipment constructed with so-called light-weight and non-corrosive metals no doubt will have a considerable effect upon the rebuild-ing of old equipment. The question then will be: How much can we afford to spend on the rebuilding of an old car weighing six to seven tons more than a new car constructed with the latest available materials?

Jan 1, 1936

By Henry S. Rawdon

Any laboratory corrosion test, as judged from the practical point of view, is valuable only to the extent that it foretells what will, in all probability, occur in service. Such a test is most properly to be considered as a "pilot test," that is, a test which indicates the direction along which action may be expected to occur rather than as a truly quantitative test which would be expected to tell just how and to what extent the action would proceed. It is generally recognized that laboratory corrosion tests should be chosen with particular reference to the character of service expected for any particular type of metal, so far as it can be foreseen. Even when this requirement has been fulfilled, however, the question whether the actual service behavior of the material is in accordance and general agreement with predictions based upon such laboratory tests is always a pertinent one. The information available in the technical literature bearing on the correlation between the service behavior of metals from the corrosion standpoint, and the results obtained with the same metals in laboratory corrosion tests is very meager, indeed. The results which have been obtained in weather-exposure tests of sheet duralumin which form the body of this discussion are presented here for their bearing on this particular phase of the problem of the corrosion resistance of duralumin. Although the exposure tests described have not been completed, in the sense that all of the tests, in the series initially laid down, have been accomplished, still the general trend shown by the results is so clear that a number of definite conclusions at this stage (subject, of course, to possible modification in the light of later results) are believed to be warranted. The tests reported upon here form one phase of the much broader study of this subject which has been under way for several years in which the National Advisory Committee for Aeronautics, the Bureau of Aeronautics of the Navy Department, the Army Air Corps and the Bureau of Standards have cooperated. Without the very helpful cooperation of the manufacturers in furnishing the

Jan 1, 1929

By Henry S. Rawdon

Any laboratory corrosion test, as judged from the practical point of view, is valuable only to the extent that it foretells what will, in all probability, occur in service. Such a test is most properly to be considered as a "pilot test," that is, a test which indicates the direction along which action may be expected to occur rather than as a truly quantitative test which would be expected to tell just how and to what extent the action would proceed. It is generally recognized that laboratory corrosion tests should be chosen with particular reference to the character of service expected for any particular type of metal, so far as it can be foreseen. Even when this requirement has been fulfilled, however, the question whether the actual service behavior of the material is in accordance and general agreement with predictions based upon such laboratory tests is always a pertinent one. The information available in the technical literature bearing on the correlation between the service behavior of metals from the corrosion standpoint, and the results obtained with the same metals in laboratory corrosion tests is very meager, indeed. The results which have been obtained in weather-exposure tests of sheet duralumin which form the body of this discussion are presented here for their bearing on this particular phase of the problem of the corrosion resistance of duralumin. Although the exposure tests described have not been completed, in the sense that all of the tests, in the series initially laid down, have been accomplished, still the general trend shown by the results is so clear that a number of definite conclusions at this stage (subject, of course, to possible modification in the light of later results) are believed to be warranted. The tests reported upon here form one phase of the much broader study of this subject which has been under way for several years in which the National Advisory Committee for Aeronautics, the Bureau of Aeronautics of the Navy Department, the Army Air Corps and the Bureau of Standards have cooperated. Without the very helpful cooperation of the manufacturers in furnishing the

Jan 1, 1929

By C. R. Dale

IT IS the purpose of this paper to point out a number of the most common causes of crooked holes; to outline methods of drilling and straightening which to my personal knowledge have proved successful in numerous cases; to describe some of the characteristics of holes which, though not crooked in an exaggerated sense, may still cause serious mechanical trouble if not recognized and properly remedied; and to define clearly the part of oil-well surveying in the concerted effort operators generally are making to keep their wells straight from spudding to completion

Jan 1, 1931

By Harry Tufft

FOR many years the treatment of mine timbers with preservatives was confined to a few pioneer plants in the United States, and it is only in the past few years that the practice has grown appreciably. In a field study of the mine timber situation in Illinois, Pennsylvania, and further study of the situation in the country as a whole, I found that most mine operators did not keep records on mine timber that would afford the necessary data for determining the possible savings from preservative treatment. Some primary questions the mining engineer should be able to answer before making his decision on preservative treatment. for a particular mine are: (1) Quantity and cost of timber going into permanent workings annually; (2) quantity and cost of annual replacements due to decay; (3) life of untreated timber in different places; (4) desired life of timber. With the necessary facts in hand, he can then con-fidently select a method of treatment and preservative that is best suited to his needs. In former years when timber was cheap and an abundant supply could be had close at hand, as was the case in the majority of mining regions, the mine op-erator did not concern himself much except to see that enough was supplied to keep the workings safe. The cost figure for timber and labor, distributed to cost per ton of ore, was all the bookkeeping necessary. With present costs of timber, labor, and increasing length of haul to the mine, many operators are paying closer attention to timbering costs and studying them in. more detail. Some of the larger and more progressive opera-tions now keep detailed' figures that give information on all phases of their timber problems. However, at the majority of mines the data available do not permit such analysis. Checks as to where the different con-signments are placed, the date of setting, and the period

Jan 6, 1927

By H. M. Chance

Discussion of the paper of H. M. Chance, Bi-Monthly Bulletin, No. 23, September, 190S, pp. 791-808. CHARLES CATLETT, Staunton,Va. (communication to the Secretary *):-Mr. Chance's suggestions that the brown hematite ores of the Potsdam formation are due to the alteration in place of iron sulphide, and that their extension may reasonably be expected to contain valuable deposits of unaltered sulphide, are interesting; but the facts marshaled by him are too limited to justify more than the hope that they may serve as a commercial source of sulphur. It is true that these deposits have been the source of large amounts of iron-ore; and it. is common, as stated by him, for the mining operations to extend to a shallow depth only; but this is largely due to the fact that the surface-material represents an accumulation from the breaking down and collection of the ore which formerly reached a much higher level. With, increasing depth comes a decreasing thickness of valuable material. This is especially appreciated by a glance at Mr. Chance's drawings. This is the reason why so many disappointments have resulted when these ores have been followed to greater depths. Even if the ore is largely derived from oxidation in place, it is impossible to ignore the great number of concretionary forms, as well as those showing the evidence of secondary solution and deposition now taking place, such, for instance, as the part replacements of fragments of quartzite derived from the underlying beds. Concretionary form does not necessarily mean long transportation, and may be a variation of material in place; but commonly it is an evidence of collection, and tends to imply that more or less concentration has taken place. This fact would also argue against an equally extensive develop¬-

Nov 1, 1908

By Davis M. Lapham

Ore bodies at Cornwall, Pennsylvania, have been mined since 1742 principally for iron from magnetite, but also for copper (in chalcopyrite), silver (in chalcopyrite), gold (in chalcopyrite), cobalt (in pyrite), sulfur, and crushed limestone aggregate. Metallization occurs as a limestone replacement above the essentially conformable, south dipping portion of a discordant saucershaped diabase sheet. Pre-Triassic and Triassic faulting have emplaced host Cambrian limestone and two Ordovician(?) hornfels units, now for the most part resting above diabase. Thermal metamorphism of carbonate-bearing country rocks largely to calc-silicates, is ubiquitous. Metasomatism, particularly of potassium, is unique to ore zones. Associated magnetite- actinolite mineralization replaces, in a preferential sequence, all earlier metamorphic and metasomatic minerals and rarely diabase chilled margin. Mineralogical (diopside, actinolite, mica, sulfides, oxides) and chemical (Fe, Cu, S, Co) zoning of the eastern ore body is focused down dip, near its western edge, along a major vertical fault through diabase. This zoning is spatially related to magnetite veins in diabase, to an ore body within diabase, and to a shear zone that probably extends through the sheet.

Jan 1, 1968

By F. E. Lathe, L. Hodnett

This paper summarizes extensive data supplied by 40 copper converter plants in 18 countries, and includes a partial analysis and comments on the effect of converter slag composition and temperature on the fomzation and elimination of magnetite and the life of basic and neutral refractories. APRELIMINARY draft of this paper, including data from 26 companies which had submitted replies to a questionnaire, was presented at the Annual Meeting of the AIME held in New York in February, 1956. Publication was delayed in the expectation that additional replies would be received, and justification for the subsequent delay may be found in the fact that the present revised paper contains data from 40 converter plants situated in 18 different countries. The suggestion that a questionnaire be sent to the major copper and copper-nickel plants outside the U.S.S.R. and associated countries arose at the Los Angeles Annual Meeting in February, 1953, where several papers dealing with converter construction and operation were presented. In private discussions which followed, a group of metallurgists and refractories engineers raised the question why practices varied so much at different plants. Why did magnesite brick give superior service to chrome-magnesite in some plants but chrome-magnesite prove superior in others? Would metallurgical studies point the way to the development of still better refractories? Could magnetite formation be prevented in converter slags and reverber-atory furnace mattes? If this was feasible, why was a heavy circulating load of magnetite tolerated, when, in all probability, it increased copper losses in the reverberatory slags and, in some cases, made it necessary to shut down the furnaces periodically to clean out the accumulated magnetite? Was the sole purpose of coating brick with magnetite that of

Jan 1, 1959

By Francis C. Frary

OF the five metals that now show the highest figures for annual tonnage production in the world, three (iron, copper, and lead) have been known and used by man for many thousands of years. The fourth (zinc) did not come into general use until the Middle Ages. Only the fifth (aluminum) is of, ultramodern origin, as far as mankind is concerned. Discovered in 1825, and first publicly exhibited at the Paris Exposition in 1855, aluminum was still so difficult to obtain that it was more expensive than silver, until the development of the dynamo provided cheap electricity and the development of the present electrolytic process for its production made it possible to make large quantities cheaply. Even today, the world production of aluminum is only about one per cent of the world production of iron, although about half that of copper by weight. The increase in production from a few tons to more than a million tons per year began with ,the development of the Hall-Héroult electrolytic process, which was first commercially operated by Mr. Hall's company, The Pittsburgh Reduction Co., in 1888. During the relatively short period of time that has elapsed since that date, it has been necessary to develop all the metallurgical and fabricating information required for the production of useful articles of the metal and its alloys, together with experience in both their production and their use, so as to be able to fit them satisfactorily into their proper places in our complex modern civilization. The fundamental properties upon which the usefulness of aluminum depends are its lightness, workability, resistance to corrosion,

Jan 1, 1953

By William B. Phillips

It is proposed in this paper to discuss some of the chemical and physical principles involved in the manufacture and use of this important by-product obtained in the manufacture of steel by the basic process. The name, " phosphate slag," is adopted as a sort of compromise between "Thomas slag" and "tetrabasic phosphate." By the first of these latter names, viz., " Thomas slag," it is known in Germany, Austria, France, and the other continental countries, and in England, and is more easily apprehended by those who have no special Knowledge of chemistry, while the name " tetrabasic phosphate," being descriptive of the nature of the slag, is perhaps the best. It is but seldom that a discovery of such moment to two great industries is to be chronicled in the history of technical science. On the one hand, the manufacture of iron and steel has been greatly benefited, while on the other hand, the effects already noticed, and still to follow, to the agriculturalist, are of scarcely less conseqnence. The great majority of iron ores in the world, perhaps 90 per cent. of then), are now available for the steel manufacturer, while the manufacturer, and more especially the consumer, of artificial manures is relieved from the fear of the exhaustion of the crude phosphates. We have in phosphate slag, therefore, a product of the highest importance to those who make and we steel and fertilizers. Two great industries, which heretofore have had but little in common, are thus brought into close connection with each other, and the results sure to follow, if one may judge from the history of the past ten years, cannot fail to be of great and increasing value. These results may be compared with those which followed the introduction of the cupriferous Spanish pyrites into England for the manufacture of sulphuric acid. The copper extracted greatly reduced the cost of the acid, hence that of artificial manures. Cheap manures meant better farming and cheaper farm products, and these meant better and cheaper living to nearly all classes of society. The amount of fertilizers now manufactured in the United States

Jan 1, 1889