Search Documents

By C. E. Coleman, D. Hardie, A. E. Wraith

A photoguaplric method of measuring crack velocities has been applied to an examilzation of- the effect of hydrogen on the impact properties of zirconium. Results indicate that the crack in hydrided zirconit travels at about 26 m per sec whereas that in the uacuum -annealed is dependent on the speed of the hammer. RECENT work on the effect of hydrogen on zirconium reveals that when hydrided zirconium is tested in slow bending the crack producing failure can be unstable. The mode of fracture seems to involve the crack linking up broken hydrides by a ductile mechanism in the zirconium matrix.2" In order to compare the fracture of zirconium with that of other metals which show unstable crack propagation, notably steel, the rate of the crack spread must be known. As the methods previously used for measuring crack growth are either unsuitable for the present work5-'' or very costly," a simple technique has been devised in which the maximum crack velocity is derived from a series of crack position-time measurements. EXPERIMENTAL PROCEDURE The experimental arrangement is shown schematically in Fig. 1. The flash unit12 was triggered when the Charpy hammer touched the specimen and the 6-psec flash of the lamp delayed by a preselected time interval in the range 100psec to 10 msec. The camera was left on open shutter during the test. From direct measurement on a calibrated photographic print, Fig. 2, the position of the crack and the specimen was found at a known time after impact and, from a series of such tests using an appropriate range of flash-delay times, the crack velocity was estimated. Preliminary experiments were carried out on mild steel above and below its transition temperature. Vacuum-annealed zirconium, and zirconium hydrided to 100 ppm H were then tested at 20" and 150°C. For comparison, Zr-2.6 pct Nb alloy (in the 0 + transformed /3 condition), vacuum-annealed or hydrided to 100 ppm H, was tested at 20 C. The chemical analyses of these materials are given in Table I. For the high-temperature tests a fine chromel-alumel thermocouple was spot-welded onto each specimen close to the notch. The test piece was heated up to 200°C to allow enough time for preparing the apparatus while the specimen cooled to the testing tem- perature. It was assumed that the specimen cooled uniformly. The accuracy of the flash-delay time was better than i2 pct i 5 psec. The crack length was taken as its maximum distance traveled normal to the length axis of the specimen. Errors in these measurements arise as a result of the uncertainty in the location of the crack tip and the difficulty in defining the exact position of the crack starting point. The latter was due to the bonding and large amounts of deformation at the hammer contact point, especially in the vacuum-annealed specimens tested at 150°C. The maximum error in the measurements was however estimated to be about 5 pct. DISCUSSION OF RESULTS From the trial experiments using mild steel above its transition temperature it can be seen from the plot of crack length against time after impact, Fig. 3. that a reasonable estimate of the maximum crack velocity at the surface of the specimen may be made. Other features of note are the initiation time before the crack is first seen and the slowing down period

Jan 1, 1967

THE fifth annual convention of coal-operating men, with the usual exposition of coal-mine equipment, was held at Cincinnati, May 7 to 11 inclusive, and was fully up to the high standard set by previous years. This spring meeting has come to be one of the most helpful services to industry performed by the Ameri-can Mining Congress and a center at which operators and engineers easily and quickly get into touch with the newest and best things in practice and equipment. Over 200 exhibitors showed this year and very little if anything that is new `failed to be shown. The ex-hibits were well arranged and adequate rather than elaborate. They attracted the careful attention of the members and guests of the Congress, admission being by badge rather than by ticket sold to, the general public. Eight sessions were held for reading and dis-cussion of technical papers, one for Management and

Jan 6, 1928

By C. M. Young

THE safety lamp is the most common and convenient apparatus for detecting inflammable gases in mines, the presence of gas being shown by a blue flame, called the cap, if the wick has been lowered to suppress the luminous flame. The height of the cap increases with the proportion of gas and with the temperature of the lamp flame. Lamps of the Wolf type, the fuel of which is benzine, have a hotter flame than lamps in which vegetable oils are used, such as the Davy, and the Clanny, and are more sensitive than the latter and their many modifications. The Piehler alcohol lamp gives a still higher cap while the Clowes hydrogen lamp is most sensitive of all. While the effect of the temperature of the source of ignition is well known, the writer knows of no previous attempt to correlate the change of this temperature with change of the height of the cap produced. In order to determine the height of the cap at various temperatures, it was necessary to have a source of ignition the temperature of which could he accurately controlled over a considerable range. This condition was met by a coil of wire of high fusing point heated by an electric current controlled by a variable resistance. The use of a coil offered the further advantage of freedom from complications due to the flame of a burning fuel. Such a flame, being itself of variable height, would to some extent raise or lower the elevation of the base of the cap and therefore add to the difficulty of determining the height of the cap. Besides this, the presence of a small cap from the lamp fuel, commonly known as the "fuel cap, " would interfere with the observation of small gas caps. After some experiment, a coil was made of platinum wire, No. 26, diameter 0.016 in. The coil was 17/64 in. (6.746 mm.) in outside diameter and had eight full turns in a length of ½ in. (12.69 mm.). This was connected to an electric circuit through an adjustable resistance, as shown in

Jan 8, 1919

By T. J. Neil, C. B. Manula, O&apos

This paper describes a simulation model developed to analyze truck haulage problems as they are found in the open pit mining and construction industries. The model, using a computer, cycles trucks between their assigned loading and discharge points over a measured haulage route. Required parameters for model operation include the number and type of operating trucks and loading units, maximum truck acceleration and velocity, a realistic vehicular deceleration rate, and the ratio of ore to total material loaded at each origin. Equipment performance characteristics, system profile characteristics, and service time distributions are also included. Records are kept of all waiting times at the loading and discharge points and of any truck interference on the haulroads (moving queues), and a current journal of ore and waste production is maintained. In the pursuit of reduced truck haulage costs, management is confronted with three particular problems in truck and shovel mines. 1) What is the best assignment of trucks to shovels in the system? 2) If new equipment is needed, which new shovels and trucks will operate most effectively in the system? 3) Are any physical changes in the haulage layout warranted to increase productivity? For small open-pit mines the answers to these questions may be obvious. However, for larger operations complex problems are encountered with production and system configuration relationships usually being unknown. The mining simulator discussed here was developed to aid management in evaluating alternative pit-haulage schemes to reduce the risk involved in the selection and assignment of equipment in open-pit truck and shovel mining systems. There are two fundamental differences between this model and other truck haulage simulators: one is a difference of degree, the other a difference of kind. This model can simulate more complex systems than previous models by allowing transportation of material from multiple mine faces to multiple mine destinations and by being readily adaptable to a wide variety of mine layouts. The second difference that characterizes the model is the standard simulation of truck movements. This technique enables each vehicle to perform according to its mechanical capabilities and the physical profile of the haul road. Among the similarities between other truck haulage simulators and this model are the recognition of the probabilistic nature of certain service times in the system and the use of a digital computer to operate the model. The computer inherits the staggering computational and bookkeeping work loads and provides a means for compressing the time scale by allowing several days' operations to be simulated in a matter of minutes. DISTRIBUTION SYSTEM Basic aspects of the system analyzed here may be brought into focus by referring to Fig. 1, a schematic of the typical open pit truck-shovel operation programmed into the simulation model. A single stage materials handling scheme is employed to transport both ore and waste. Loaded trucks are directed to a crusher or stockpile if ore is being mined, while overburden is conveyed to a waste dump. Each shovel has a given number of assigned trucks and has two associated haulage routes, one for waste and one for ore. Up to 5 shovels and as many as 10 trucks per shovel (or a total of 50 trucks) can be operated in the model. Essentially the model, using a computer, cycles trucks between their assigned shovels and the proper discharge points over measured haulage routes. Required input parameters for model operation include the number of shifts to be simulated, operating time per shift, number and type of operating trucks and shovels, maximum truck acceleration and velocity, a realistic vehicular deceleration rate, and the ratio of ore to total material loaded at each shovel. Equipment performance characteristics, system profile characteristics, and service time distributions are

Jan 1, 1968

By Henry Rawdon

THE structure of wrought iron as usually described by metallographists and workers in metal in general is that of a fairly pure iron. Impurities, if present, are usually considered as being in solid solution in the crystals of the ferrite matrix or as forming part of the ever present "slag streaks." Attention is herein directed to one type of these dissolved impurities; to the detection of such impurities, particularly in low-grade irons, and to their possible influence on the physical properties of the metal. The attention of the Bureau of Standards was first directed to wrought iron of the peculiar and unusual characteristics to be described later, in material which had failed in service and was submitted for test. The examination was extended to other grades of wrought iron, to see whether such features are of common occurrence in this class of material. MICROSTRUCTURE OF WROUGHT IRON Usual Structure The general microstructure of wrought iron is so well known that a detailed description of it here is needless. There is shown in Fig. 2 the structure of a sample of Swedish iron which illustrates well the matrix of ferrite crystals in which are embedded the slag threads so characteristic of the puddling process and the subsequent working of the material. The usual commercial product contains varying amounts of the impurities commonly associated with iron and steel, i.e., manganese, phosphorus, silicon, and sulphur together with small amounts of carbon. Of these, the larger part of the phosphorus and some of the silicon present are held in solid solution in the ferrite while most of the remaining impurities, other than carbon, exist in the inclosures of slag. Aside from the discontinuities introduced by the slag streaks the ferrite matrix has the microstructure and appearance of a pure metal. No definite orientation of the various crystals or grains is apparent; deep etching of the specimens reveals no intracrystalline features (i.e., within the grains) other than those noted in "pure" metals in general (etching pits).

Jan 9, 1917

By G. C. Trevorrow

STRIP mining during 1943 increased considerably with further extension of mechanical loading in mines already partly mechanized; with the considerable introduction of mechanical loading into hand-loading mines; and with improvements in the use of loading equipment. Extension of the use of machinery both in strip mining and underground is due to reduction in labor supply and increased cost of labor, together with the increased demand for coal during the period of labor shortage.

Jan 1, 1944

By B. C. Riblet

THE president of a large smelting and refining company once telegraphed me that they had acquired extensive mining interests in northern Peru and requested me to inspect their properties as it would be necessary to install a system of aerial tramways between their mines and treatment plant. The concentrator was about 50 mi. from the coast, reached by a fairly good motor road. From the concentrator an aerial tramway would he required, about 6 mi. long, to their first property, a gold and silver mine. The lower terminal of the tramway was at an elevation of 4000 ft. and the mine at an elevation of 9500 ft.

Jan 1, 1937

By A. B. Parsons

LAST YEAR (1934) saw the completion of a ten-year program of reconstruction and modernization of the world's largest lead- smelting plant, that of the ' Broken Hill Associated Smelters Proprietary, at Port Pirie, South Australia, which has a capacity for smelting and refining 220,000 (short) tons of lead per year. It deals with the entire output of lead concentrates from the famous Broken Hill district in Australia, being owned .jointly by the three leading companies: North Broken Hill, Broken Hill South, and the Zinc Corporation. These companies, together with the Sulphide Corporation, are credited with a production of 198,000 tons of lead in 1934. When one says regarding any metallurgical plant that modernization is "completed" he should add "for the moment." Development in the art of metallurgy and in the equipment used never ceases; that which seems close to the last word today is likely to be obsolete in a few years even in a process so well standardized as smelting and refining lead. However, the reconstruction at Port Pirie has altered the procedure materially. More im-

Jan 1, 1935

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By R. W. Raymond

THE death of Privy Councilor Bruno Kerl, on March 25, 1905, terminated a distinguished and useful career. Bruno Kerl was born March 24, 1824, at St. Andreasberg in the Harz, and entered in 1840 the mining school of Clausthal, where he studied for three years, working at the same time in the mines and stamp-mills. After an additional year of practice in the silver-reduction and iron-works of the Upper Harz, he passed his examination as a metallurgical graduate, and studied for a year at Göttingen under WV filer in chemistry, Hausmann in mineralogy, and eminent teachers in other branches. In 1846 he was employed at the Oker works, but very soon left this post, to become a tutor in chemistry, metallurgy, etc., at Clausthal, where he continued to labor until 1867. During this period the Clausthal school became a completely equipped Mining Academy, and Kerl was made in 1862 a full professor. Meanwhile, in addition to the work of instruction, he discharged, simultaneously or successively, the duties of many responsible official positions in the Royal Hanoverian administration of mines and smelting-works, and also published many valuable books and treatises. Among these were professional guide-books to the Upper and Lower Harz, and their characteristic metallurgical processes; a manual of qualitative and quantitative blow-pipe analysis; another of metallurgical assaying ; and, most important of all, a Handbook of Metallurgy in four volumes, the second edition of which was issued in Leipzig, 1861-1865. This book was speedily recognized as the leading authority in its field. In this country, the English translation and revision, by Crookes and Röhrig, published about 1869, had a large circulation. In addition to these literary labors, Prof. Kerl became in

Jul 1, 1905

By Charles S. Barrett

THERE is a road into the microscopic realm that has remained untraveled through all these years of intense activity with high-power optical and electron microscopy. The road is worthy of careful scouting by metallurgists and other investigators, for it leads into relatively new country and it makes some areas accessible that heretofore could be reached only by very indirect paths or by the use of imagination. And when the road passes through familiar territory it frequently permits a new view of commonplace things that should prove of value from time to time. An accepted way to interest people in new sights such as this is to present an illustrated travelogue. This I propose to do, using many pictures taken in my recent exploration of this road. In the manner of travelogues, I shall touch briefly upon a large number of different subjects in physical metallurgy and shall, attempt to give an exhaustive treatment of none, for the objective is to provide a means for further research, to interest others in it, and to indicate what appears at the moment to be profitable directions for it to take. The method I shall present involves X-rays, but does not make use of the usual accompaniments of X-ray research such as reciprocal lattices, Fourier series, or the stereographic projection. The method is so simple in its fundamentals that it could have been developed 20 years ago, or perhaps even 30 years ago. It is well to have a destination for our travels, so that when we are through we shall have explored some region of importance, despite our preoccupation with the novel means of transportation and our interest in the sights to be seen along the way. So let us name the Cold Worked State as our destination, and make side trips into the territories known as Recovery, Recrystallization, and Precipitation-hardening. A great many investigations have been made of the nature of cold-worked metal, and a great variety of methods used, many of which are indirect, such as X-ray line intensities, X-ray line widths, calorimetric measurements, and magnetic measurements. Since comprehensive reviews of these investigations have been published in recent years, they need not be discussed here. The investigations that were the direct forerunners of the present work should be first mentioned. In 1931 I became interested in the structure of individual spots in X-ray diffraction patterns.1 When a crystal is placed in the narrow pencil of X-rays in a Laue camera, the spots recorded on the film are not always uniformly black, but may have an internal structure. The meaning of this may be understood from Fig. 1, which represents a narrow beam containing X-rays of many wave lengths ("general radiation") penetrating a crystal in the direction of the arrow and forming a pattern on the vertical film at the right.

Jan 1, 1945

By S. H. Chauvenet

HARRISBURG is situated on the Pennsylvania Railroad, one hundred and five miles from Philadelphia, two hundred and forty-eight miles from Pittsburgh, and ninety miles from Baltimore, and has running through it the Pennsylvania, Northern Central, Philadelphia and Reading, and Cumberland Valley Railroads, and the Pennsylvania Canal. Surrounded by a thickly settled farming country, from which to draw native labor, within easy distance of anthracite and bituminous coal, with ores and limestone near at hand, and with the Susquehanna River as a never-failing water supply, Harrisburg has advantages for manufacturing which warrant the investment of the capital that has already been made, and has a future as a manufacturing city second only to Pittsburgh and Philadelphia. THE PENNSYLVANIA STEEL COMPANY, L. S. BENT, SUPERINTENDENT. The works of this company, the largest in Harrisburg, lie between the Pennsylvania and the Philadelphia and Reading Railroads, on. the Pennsylvania Canal, and are essentially devoted to the manufacture of Bessemer steel rails. Capital stock, $2,000,000; invested in business, $5,000,000; wages per month, $80,000; employs 2000 men; capacity, 100,000 tons of rails per year, which is being increased to 130,000 tons. The plant, as it now stands, comprises five Bessemer converters, two 7-ton and three 8-ton converters, two 15-ton open-hearth furnaces in operation, and two 30-ton open-hearth furnaces in course of construction, one blooming mill, one rail mill, seven steam hammers, two blast furnaces in operation, two blast furnaces in course of construction, foundry, pattern $hop, machine shop, blacksmith shop, and frog shop, and merchant mill in course of construction. Bessemer No. 1 was built in 1865, with two 7-ton converters, 2 spiegel cupolas, 3 feet diameter, and 3 iron cupolas 6' 6" diameter,

Jan 1, 1882

By Edmund J. Korber, Donald E. Raab, Frank A. Burns

During the early 1960s, the advent of self- advancing longwall roof supports triggered serious consideration by Bethlehem management to introduce the technique of longwall mining at one of our central Pennsylvania coal mines. Although longwall mining was initially justified as a means to cope with the severe roof conditions at our Mine 32 (Watson, B., 1971), the result of the endeavor has been a consistent and reliable level of coal production, first from Mine 32 and then later from Mine 33, over a period of fifteen years. Longwall production from the Cambria Division has been the mainstay of the low volatile coal required by Bethlehem Steel for steel production. Let us review the events that led to this accomplishment, as well as where we stand today.

Jan 1, 1981

By W. S. Ayres

The construction of a new breaker at the Cranberry Colliery, Hazleton, Pa., was forced upon the operators, A. Pnrdee & Co., by a fire which destroyed the entire plant early in January, 1896. The loss included, in addition to the breaker, three boilerhouses and three engine-houses. The boilers were not injured, but the steam-pipes and connections were all broken and warped by the fire. The boilers were probably saved from injury by the presence of mind of the fireman., who started all his feed-pumps and filled the boilers with water. The hoisting-engines were more or less warped and cracked, but by patching and replacing the injured and broken parts, they were made to do satisfactory service in the new plant. It may be worthy of mention that the wrought-iron shaft of one of the hoisting-drums, 12 inches in diameter by 17 feet long, was so heated in the fire that the weight of the drum caused it

Jan 1, 1899

By Paul Averitt

The U. S. Geological Survey has been actively engaged in work on coal for more than 50 years. During this long period we have released more than 300 publications containing information about coal and coal reserves, including details on the thickness, distribution, and quality of coal, and the structure and stratigraphy of the coal-bearing rocks. We have also cooperated with state surveys on many similar publications. For many areas these reports are the only reliable published data on our resources of coal. During the last several years we have substantially increased our activities above the wartime low. We now have field work in progress, or reports in preparation, on 13 detailed mapping projects distributed as follows: 1. Pennsylvania anthracite field 2. Casselrnan Basin, Md. 3. Leslie County, Ky. 4. Deep River field, N. C. 5. Coosa field, Ala. 6. Powder River field, Mont. 7. Spotted Horse field, Wyo. 8. Yampa field, Colo. 9. Paonia field, Colo. 10. Trinidad field, Colo. 11. Durango field, Colo.

Jan 1, 1949

By J. B. Newkirk, A. H. Geisler

INTRODUCTION CERTAIN of the permanent magnet alloys provide ideal systems for the study of the kinetics of the precipitation reaction and the correlation of structure with properties. One such system, Cu-Ni-Fe, was found by Bradley1,2 to exhibit a coherent transition state in the precipitation process analogous to that reported for Al-Cu alloys somewhat earlier.3 The attractiveness of some permanent magnet alloys for study lies in the fact that vertical sections of the ternary phase diagram in certain regions of composition (Fig I) have as their prototype the binary Ni-Au diagram. Alloys of this type decompose into products that have the same crystal lattice type but only slightly different lattice parameters. The advantages that such alloy systems offer for study over the usual in which an intermetallic compound is formed are many: I. Since the precipitate has the same crystal structure as the matrix, complex atomic movements are not required to form the new lattice. 2. Similarly, complex orientation relationships are not involved for both the matrix and the precipitate would be expected to have the same orientation. 3. Small disregistry of the decomposition products at equilibrium (in contrast with Cu-Ag alloys) is conducive to extensive coherent growth in the transient state and thus the transition lattice can be detected by the usual X ray diffraction methods. 4. Finally, the relative quantities of precipitate and depleted matrix can be varied from o to 100 pct* thus permitting wide freedom for the study of the effect of composition on coherent growth and properties. In the Cu-Ni-Fe alloys of appropriate composition, the face-centered cubic precipitate and also the depleted matrix when first formed are coherent with the parent matrix.1,2 The two have the same [ao] parameter as the original matrix but they are both tetragonal; the precipitate has an axial ratio c/a < I while that of the depleted matrix is c/a > I. When coherency is lost they assume the normal face-centered cubic structure with the depleted matrix having a lattice parameter greater than the original matrix and that of the precipitate less. Such a mechanism would also be expected for Cu-Ni-Co alloys because of the similarity in constitution but this had not been demonstrated. The present investigation was conducted on a Cu-Ni-Co alloy. The constitution diagram and magnetic properties of these alloys have been fairly well established 4,5 however, no previous determinations of mechanism of precipitation and no correlation of structure with properties had been made. Thus, an alloy of this system was chosen for a comprehensive investiga-

Jan 1, 1948

By H. W. Krotzer

ADOPTION on a commercial scale of electrolytic deposition of metals brought with it the problem of providing an acid-proof cell or tank. Where the electrolyte contained only a dilute solution of sul-furic acid, wooden, tanks with lead linings were gen-erally adopted. There were cases, however, where a lead lining was impractical as a result of the presence of nitric acid in the electrolyte or because of the method of handling the current for deposition. purposes. Wherever lead was unsuitable for this work, asphaltic mastic was used in its place. This material, in addi-tion to possessing acid-proof qualities and being an insulator for electrical current, is also cheaper than lead. The only reason that prevented the common adoption of mastic for all work of this type was that it was still an unknown, unproved. material; while lead, although more costly, could be relied on. There are several electrolytic tank-houses equipped with acid-proof mastic linings now in operation. The first large one was the series tank-house of the Balti-more Copper Co., where the mastic used was composed of natural asphalts and a silica aggregate. These lin¬ings are now seventeen years old and still in service. The next large plant was that of the Chile Exploration Co., at Chuquicamata, Chile, ,and it is with this that this article deals. Another plant of more recent date is that of the Nichols. Copper Co., Laurel Hill, L. I., and specifications for the new electrolytic tank-house of the Union Miniere du Haut Katanga call for mastic lining. It is also being tried out on a smaller scale or for experimental purposes by many of the larger metal-lurgical companies. Thus while mastic linings were adopted originally to meet operating conditions that prohibited the use of lead, they are now in a position to compete successfully with the standard lead linings that are in general use. The Chile Exploration Co. plant, with a total area of over a million square feet, giving satisfactory ser-vice under the most adverse climatic and metallurgical conditions can be truly called the pioneer in this work. ,This article will deal with the development of the acid-proof mastic linings in Chuquicamata from the original experiments begun in 1912 up to and including the final successful installation that has now been in service for a number of years.

Jan 4, 1927

By ALFRED D. FLINN

ENGINEERING COUNCIL has passed, not out, but upward! Therefore, its recent wake was conducted by itself as a joyful occasion somewhat in advance of its official demise. Council held its last meeting in Washington, Dec. 16, 1920. Business was transacted with dignified gravity in the forenoon. During the afternoon calls were made upon the chiefs of technical bureaus of the Government: the Chief of Engineers, U. S. Army; Chief of Yards and Docks of the Navy Department; Director of U. S. Reclamation Service; Director of U. S. Geological Survey; Director of Bureau of Mines. The Council pronounced them, each and all, able men and true. But what of the evening? Well, there was a dinner at the Washington Hotel. Twenty-six men gathered around a flower-strewn table-not a casket. As guests, there graced the festive board the hosts of the afternoon calls, and a number of members of the new American Engineering Council. The body about to be apotheosized-otherwise known as Engineering Council-was both jocular and reminiscent. Rewards were bestowed and appreciations expressed. To the man who had for three long years borne the burden of chairmanship and whose financial recklessness made possible the Washington office and the movement for a National Public Works Department, the following "note," duly engrossed and signed, was given, accompanied by "The Song of the Council Crew."

Jan 1, 1921

As a result of Engineering Council&apos;s request to the Director of the Census, the National Service Committee has been successful in effecting a reclassification of engineers so that all technical men will be listed as such and they will be separate and distinct from the non-technical engi-neers. Thus, the next census will bring an enumeration of all technical engineers together as one unit under the main headings of civil, mech-anical, electrical and raining; architects also will be enumerated separately. This will enable the engineering profession, the Government or any other interested organization to know exactly how many technical men there are in the United States and in each state. The enumeration will also include non-technical engineers, except that there will be no such heading and in order to get the totals of non-technical men all of the various grades of this classification would have to be sorted out and added.

Jan 12, 1919