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Equilibrium in Lead Smelting. By S FREDERICK RAVITZ AND KENNETH E FISHER (Tech Pub 681, also Trans , vol 121 2300 words) Four liquids are ordinarily produced in lead smelting, namely, bullion, speiss, matte and slag To determine whether these exist together in equilibrium, the distribution of gold and silver among them was measured To crucibles containing similar mixtures of all four products, varying amounts of silver were added, and the crucibles were heated together under the same conditions for 3 hr, during which the charges melted and separated into four layers After cooling, these layers were assayed for silver, and the distribution coefficients, 1 e , the ratios of the concentration of silver in any particular layer to that in the bullion, were calculated In each experiment, each distribution coefficient was found to be constant, regardless of the amount of silver used Similar results were obtained using gold instead of silver The constancy of the distribution coefficients indicates that the bullion, speiss, matte, and slag exist together in equilibrium

Jan 1, 1937

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By C. A. Hartnagel

In 1939 the production of crude oil in New York totaled 5,105,000 bbl. This marks the third consecutive year production of crude oil has exceeded 5,000,000 bbl. and only once has this total been surpassed—in the year 1882, three years after the discovery of oil in Allegany County, when the annual production was more than 6,000,000 barrels. The most gratifying feature of the industry was the increased demand for lubricants, which resulted in advanced prices for crude. From a price at the beginning of the year of $1.68 per barrel, six advances totaling 82c brought the year's closing to $2.50 per barrel. A further increase in price on Jan. 1, 1940, to $2.75 per barrel places the local industry in a strong position for the year's operations. Most of the oil production of the state is now obtained by water-flooding, and the industry is practically stabilized. No new pools have been discovered in over 25 years, and border drilling indicates little prospect of extending the boundaries of the fields beyond their present limits. Deep drilling to the Oriskany sandstone in and close to the present oil fields hay failed to find oil in substantial amounts. Altogether, the oil pools of New York have produced during the 60 years that they have been exploited approximately 125,000,000 bbl. of oil. Following the flush production of 1882, the annual production gradually dccrcased and the year 1912 marked an all-time low of only 782,000 bbl. In 1919, as a result of flooding operations, a definite upward trend in oil production was recorded. During that year also the production of oil by water-flooding methods as approved by Legislative action. In the 21-yr. period beginning with 1919, oil production in the state ha.: totaled 60,338,000 bbl. Thus it will be seen that by the aid of flooding methods nearly as much oil has been produced in the last 21 yr. as in the preceding 40 yr., although the Iatter period included the flush production in 1882. As there is little hope of extending the area of the present producing oil fields of the state, producers and refiners are concerned regarding the future life of the fields. It is encouraging to observe that earlier esti- Published by permission of Director of New York State Museum, Albany, N. P. Summarized at meeting; manuscript received at the office of the Institute March 20. 1940.

Jan 1, 1940

By C. A. Hartnagel

In 1939 the production of crude oil in New York totaled 5,105,000 bbl. This marks the third consecutive year production of crude oil has exceeded 5,000,000 bbl. and only once has this total been surpassed—in the year 1882, three years after the discovery of oil in Allegany County, when the annual production was more than 6,000,000 barrels. The most gratifying feature of the industry was the increased demand for lubricants, which resulted in advanced prices for crude. From a price at the beginning of the year of $1.68 per barrel, six advances totaling 82c brought the year's closing to $2.50 per barrel. A further increase in price on Jan. 1, 1940, to $2.75 per barrel places the local industry in a strong position for the year's operations. Most of the oil production of the state is now obtained by water-flooding, and the industry is practically stabilized. No new pools have been discovered in over 25 years, and border drilling indicates little prospect of extending the boundaries of the fields beyond their present limits. Deep drilling to the Oriskany sandstone in and close to the present oil fields hay failed to find oil in substantial amounts. Altogether, the oil pools of New York have produced during the 60 years that they have been exploited approximately 125,000,000 bbl. of oil. Following the flush production of 1882, the annual production gradually dccrcased and the year 1912 marked an all-time low of only 782,000 bbl. In 1919, as a result of flooding operations, a definite upward trend in oil production was recorded. During that year also the production of oil by water-flooding methods as approved by Legislative action. In the 21-yr. period beginning with 1919, oil production in the state ha.: totaled 60,338,000 bbl. Thus it will be seen that by the aid of flooding methods nearly as much oil has been produced in the last 21 yr. as in the preceding 40 yr., although the Iatter period included the flush production in 1882. As there is little hope of extending the area of the present producing oil fields of the state, producers and refiners are concerned regarding the future life of the fields. It is encouraging to observe that earlier esti- Published by permission of Director of New York State Museum, Albany, N. P. Summarized at meeting; manuscript received at the office of the Institute March 20. 1940.

Jan 1, 1940

By J. Clair, H. Mirabel

The determination of the temperature and electrical potential distributicms in the cathodes of aluminum electrolytic cells is difficult. The reascms come from the various nature and the intricate three-dimensional geometry of the materials; besides thermal and electrical phenomena react upon each other. A method of calculation using a computer program applied to a mathematical model, figuring the cathode, is developed. Both of the thermal and electrical phenomena are simultaneously considered. Temperature and electrical potential distributions are finally obtained by successive iterations. Results are compared with measurements on industrial cells. Theoretical and practical applications of these studies are given. Up to the present time the study of the distribution of the temperatures and electric potentials in the electrodes, anode and cathode, of the electrolytic cells used for the production of aluminum was limited to one of the two aspects of the phenomena because of lack of a simultaneous method of calculation. For example, the anode or cathode drop was studied assuming that the temperatures in the iron and carbon are known, a method that obviously is very approximate since iron resistivity, in particular, greatly varies with temperature, which in turn depends on current density. Consequently we tried to find a method of calculation simultaneously taking into account both thermal and electrical phenomena. We proceeded to the study of the cathodes as an initial approach to the problem. Although the cathode and surrounding materials may have varied forms and particularly very heterogeneous characteristics, their structures are simpler than that of the Sijderberg anode and boundary conditions are more easily represented than in the case of anodes even though they are prebaked. The study was in two parts: a) development of a model schematizing the true geometry of a cathode and defining the thermal and electrical boundary conditions, and b) working out a method of calculation of the temperatures and potentials by means of an electronic computer. To facilitate solution of the problem, a model was used initially much simplified in comparison with an actual cathode. This model permitted development of the method of calculation. In a second phase, this model was adjusted to the study of actual cathodes and applied to different types of cells: low- or high-intensity cells, cells set up at ground level or above ground level, cells with cathodes more or less heat-insulated. Simultaneously measurements were made with cells equipped with cathodes of the types studied to compare the values resulting from calculation. The initial model was also used for general studies, in particular for studying the effects of current density in the carbon and iron. The results were confirmed or made precise by the model of the true cathodes. This report successively describes: a) the manner in which the model representing a cathode was worked out, with the simplifications and/or the hypotheses used, b) the method of solution of the problem by means of the electronic computer, and c) an example, stating the extent to which the results obtained may be realistic. Further the possibilities offered by such a study are examined. 1) CATHODE REPRESENTATION The purpose of this phase is to represent the cathode in the form of a so-called "mathematical model", that is with a simplified geometrical configuration, in order to meet the subsequent calculation requirements, while keeping to the true facts as closely as possible. This model further includes the thermal and electric conductivities with regard to temperature for the varied materials composing the cathode, as well as the thermal and electrical conditions at the model boundaries. 1.1) Guiding Principles. For calculating the temperatures and potentials the model is divided by trior-thogonal planes into a network of small elementary parallelepipeds. At the summit of these parallelepipeds' so-called mesh points, the temperatures and potentials are computed. The number of mesh points is of course limited by the capabilities of the computer, since 1) the number of equations to be solved depends on the number of mesh points selected, and 2) the amount of time spent by the computer considerably increases with increasing this number. These conditions call for the following requirements as concerns the model: a) Dimensional requirements: the calculation will be all the more accurate as the network is more closely meshed. Since the number of mesh points is limited in practice, it is necessary to restrict the dimensions of the model. b) Geometrical requirements: so as to make things easier in working out the network, the model must be given a simple geometry. In particular, it will be convenient to have the cathode so constituted that the surfaces limiting the cathode and the surfaces within the cathodes separating the different materials consist of triorthogonal planes. 1.2) Schematization of the Cathodes. After the tech-

Jan 1, 1968

NEVADA SECTION J. W. HUTCHINSON, Chairman, FRANCIS CHURCH LINCOLN, Vice-Chairman, HENRY M. RIVES, Secretary-Treasurer, Reno, Nevada W. H. BLACKBURN, E. A. JULIAN, EMMET D. BOYLE, JOHN G. KIRCHEN, FREDERICK BRADSHAW, C. B. LAKENAN, TASKER L. ODDIE. The formation of the Nevada Section was originally suggested by Professor F. C. Lincoln, who had discussed the subject with Mr. William L. Saunders when the latter was President of the Institute. Professor Lincoln sought the assistance of the Nevada Mine Operators' Association, whose Executive Committee constituted itself a Committee on Organization, and authority for the establishment of a Nevada Section to include the entire State was secured from the Board of Directors of the Institute. The formal installation took place at 10 A.M. on May 18, Mr. William L. Saunders officiating. The Honorable Emmet D.. Boyle, Governor of Nevada (and a member of the Nevada Section), made the address of welcome. On the afternoon of the same day, a technical session was held, at which the following papers were presented: History and Development of the Cyanide Process Charles Butters Virginia City Whitman Symmes Ore Deposition at Steamboat Springs Prof. J. C. Jones

Jan 7, 1916

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By George Hunt

THE first practical treatment of wood to prevent decay was devised early in the 19th century. At that time the oaken navy of England, when . the nation was fighting for its very existence, seemed doomed to annihilation by the swift ravages of decay. The acute situation inspired a desperate search for preventive measures and resulted in the development of the Burnett, Bethel and Kyan processes for impregnating wood with zinc chloride, coal-tar creosote and mercuric chloride, respectively. In the century that has elapsed, their use has spread throughout the world and the three original preservatives are used today in enormous quantities. Meanwhile, improved processes have been developed, new preservatives discovered, and the practice of impregnating wood to make it last longer has attained a position of major importance in the field of structural materials. USE OF PRESERVATIVES BY- THE RAILROADS In the application of wood preservatives in the United States the railroads have been the leaders for the past 50 years or more.. Having found, that decay is the chief cause of the early destruction of wood and that preservative treatment is the remedy, they have treated their ties and timber in increasing amounts(1) ?-in 1925 about 220,000,000 cubic feet. By preservative treatment the Santa Fe Railroad saves annually 1,500,000 ties in its 18,000 miles of track, and many other railroads effect similar savings. (2) In like manner the life of wooden bridges and trestles,(3) poles, marine piling, water tanks and other wooden railroad structures has been greatly increased, reducing the amount of timber required annually to maintain them.(5),(7)

Jan 2, 1927

By Carl Henrich

In the winter of 1895 to 1896, during the construction of the Jackson and Cincinnati railroad, running from Addison, Lenawee county, Mich., to Jackson, Mich., in a northerly direction, I had occasion to observe some interesting geological features, described below, in a cut of this railroad made through the low ridge of gravel and sand, dividing the valley of Silver Lake and Silver Creek from the Goose Lake and Goose Creek valley, in Lenawee county. The surface-deposits of this part of the county are, as is well known, of glacial origin. Gently rounded, long ridges of sand, gravel and clay intervene between the marshy bottoms and the lakes of the valleys. The nature of the deposits, varying from a sandy clay or clayey sand to fine and coarse gravel and pure siliceous sand on the one hand, and to a very tough, fine, uniform and often indurated clay on the other, as well as the irregular and sudden changes, sharply divided, between these materials composing the ridges, in the cuts made through them by the railroad, would admit of no doubt that this country owes its present surface-configuration primarily to the action of the last glacial period, which covered its surface with an immense ice-sheet. The well-known ice-markings on the huge granite, schist, greenstone and conglomerate boulders found everywhere imbedded and protruding from the surface, add their testimony to the other characteristics mentioned. Most of the cuts made by the railway through the ridges showed in a marked degree the irregular arrangement and the sudden changes of and between the materials mentioned above. One cut, however, known as Kelly's cut, or Kelly's gravelpit, about 4 1/2 miles north of Addison, and about 1 1/2 miles south

Jan 1, 1897

By George Hunt

THE first practical treatment of wood to prevent decay was devised early in the 19th century. At that time the oaken navy of England, when the nation was fighting for its very existence, seemed doomed to annihilation by the swift ravages of decay. The acute situation inspired a desperate search for preventive measures and resulted in the development of the Burnett, Bethel and Kyan processes for impregnating wood with zinc chloride, coal-tar creosote and mercuric chloride, respectively. In the century that has elapsed, their use has spread throughout the world and the three original preservatives are used today in enormous quantities. Meanwhile, improved processes have been developed, new preservatives discovered, and the practice of impregnating wood to make it last longer has attained a position of major importance in the field of structural materials. USE OF PRESERVATIVES BY THE RAILROADS In the application of wood preservatives in the United States the railroads have been the leaders for the past 50 years or more. Having found that decay is the chief cause of the early destruction of wood and that preservative treatment is the remedy, they have treated their ties and timber in increasing amounts(1)?-in 1925 about 220;000,000 cubic feet. By preservative treatment the Santa Fe Railroad saves annually 1,500,000 ties in its 18,000 miles of track, and many other railroads effect similar savings. (2) In like manner the life of wooden bridges and trestles,(3) poles, marine piling, water tanks and other wooden railroad structures has been greatly increased, reducing the amount of timber required annually to maintain them.(5),(7)

Jan 1, 1927

By Eugene Grace

IN THE careers of the men to whom I have referred we find typified the development of the chief prob-lems of engineering. The first is to shape and direct the forces of nature and thus to bring the world's resources to add to the comfort and welfare of man-kind. That, in a word, is the problem of production. Engineers have made a supreme contribution to the solution of that problem. But I feel that we have two somewhat newer branches of engineering which must command more and more of our attention. Those are what might be termed commercial and human engineering. Of what value is all our efficiency in pro-duction if we do not distribute efficiently, economically and effectively? And of what value is any of it unless we can add to the happiness and deeper satisfaction of those engaged in industry, as well as those who enjoy its -products? I predict that the outstanding advances in business over the next ten years will be in improved merchan-dising and distributing methods. Herein lies a wide field of opportunity for the engineer. We have briefly reviewed certain qualities of engi-neers who have become successful business executives. Is it possible for us to say that the material success of all these men was due to any one characteristic com-mon to each one of them? Indeed, I venture to assert that there is one quality which, in the last analysis, is determining as to whether any roan shall realize material success in this world of ours. That quality-so notable in the character of each one of the men I have named-is sound judgment. Moments arise in every life when it is necessary to say "yes" or to say "no" to a particular proposition or to a proposed line of action. It is the man who says "yes" at the proper time and "no" at the proper time who, in the final analysis, realizes business success. The ability to do this wisely is the mark of sound judg-ment, which is necessary in a business executive. I have known many business men seemingly slow in their mental processes, possessed apparently, of little imagination and of none of the flair which gives fasci-nation to so many characters, and yet who, when crises come-be they big or be they little-are able so to steer their business courses that they move in the right direction instead of into shallow waters or upon the rocks of trouble.

Jan 4, 1928

By L. C. Glenn

In the preparation of this paper the writer has drawn freely upon the writings of Orton, Munn, Shaw, Mather, Miller, Hoeing, St. Clair, Jillson, and others, as well as upon his own personal knowledge of the fields of both states. It is to be regretted that certain data gathered by him and his assistants last fall are not available for publication. Oil in Tennessee A few wells drilled for brine for salt making in Tennessee between 1820 and 1840 obtained oil, but no definite search was made for oil until just after the close of the Civil War. Active drilling was then begun in Overton and counties southwest of it on the eastern half of the Highland Rim. A number of strikes were made at shallow depths in the basal part of the Mississippian but the wells were soon exhausted and abandoned. Drilling was revived, about 1892, when the Spurrier district in Pickett County was developed and was followed by the Riverton district in the same county in 1896. A pipe line was laid from the Wayne County, Ky., fields and about 60,000 bbl. of oil were run before a very heavy slump in the production, a failure to find an extension of the field, and excessive local taxation caused the removal of the pipe line in 1906. There was then no production in Tennessee until the discovery, in 1915, of oil near Oneida, Scott Co., at about 950 ft. (289 m.) in fissures in the Newman or St. Louis limestone. This field, however, soon failed and was abandoned. In 1916, oil was found at Glen Mary, Scott Co., in the Newman limestone at a depth of 1232 ft. (375 m.) A number of wells have since been drilled there, some of which were dry while others, close by, were produccrs. The largest one yielded, at first, about 340 bbl. per day and produced for several months, when it suddenly went dry. Several of the first wells began at 6 or 8 bbl. per day and are still maintaining that output. Production is from a fissured part of the limestone and varies greatly in accordance with the size and extent of the ramification of the

Jan 1, 1921

By W. Rostoker

LAVES and Wallbaum1 and more recently Duwez and Taylor' have reported on the occurrence of a family of intermediate phases having the composition Ti2X, where X may be Cu, Ni, Co, Fe, or Mn.

Jan 1, 1953

By Nicholas J. Grant, Noboru Komatsu

Electron-micrographic studies and hardness tests were made of an internally oxidized dispersion-strengthened Cu-12 vol pct SiO2 alloy follozuing longtime annealing at elevated temperatures. The rate of coarsening of SiO2 particles and the relationship between hardness and interpavticle spacing were Dispersion -strengthened alloys exhibit a remarkable stability of structure and properties at elevated temperatures compared with conventional alloys; nevertheless, when they are exposed to high measured. The rate of coarsening of SiO2 particles is controlled by the decomposition of SiO, rather than by the diffusion rates of silicon or oxygen through the copper matrix. The mechanism of coarsening was also studied by using a diffusion-couple technique. temperatures, weakening takes place as a result of coarsening of the dispersed phase. The theoretical treatment of the coarsening of dispersed phases has been treated by Greenwood,1 wagner,, and others3 by considering the interfacial energy of dispersions and the diffusion of solute atoms. Recently, experimental work on the coarsening of relatively insoluble, finely dispersed cobalt particles in copper was reported by Livingston,4 and on aluminum oxide in nickel by Dromsky, Lenel, and Ansell;5 according to these investigations, the rate

Jan 1, 1964

By K. E. Gray, G. M. Myers

In previous publications,5 results of single-blow bit tooth impacts on saturated rocks at various stress states were reported. This paper extends these earlier works to include study of bit impact tests on salt water-saturated Berea and Bandera sandstone samples under conditions of elevated confining and pore pressure. During the tests dynamic filtration and deposition of a mud cake were occurring due to the presence of drilling mud in the borehole and a borebole-to-formation pressure differential. Results indicate that saturation of these sandstones with salt water tends to make them weaker than when saturated with nonreactive fluids. Plastic failure often occurs even when extremely high fluid-loss muds are present in the borehole. The failure mode tends toward plasticity with decreasing fluid loss. Brittle failure of sandstones in mud-filled holes is apparently relatively rare. Depending on the stress level, and the associated failure mode, withdrawal of the bit tooth induces a tensile force that seems rather important relative to the quantity of rock removed by vertical tooth impact. INTRODUCTION A vast majority of the oil wells drilled today involve the use of colloidal muds having a measurable mud filtrate loss. It is known from field experience that reduction of the water loss of a mud generally results in a reduction of the penetration rate. This paper describes an investigation of crater formation at simulated bottom-hole pressure conditions for drilling fluids having different water losses. The literature on single bit tooth impact (cratering) at atmospheric conditions is extensive, but only a limited amount of work has been performed at the stress conditions similar to that found in oil wells. Spherical penetrator cratering tests on rocks at hydrostatic pressure were performed by Payne and Chippenda1e.1 Chisel impact studies on limestone with independently varying overburden and borehole pressure and atmospheric pore pressure were reported by Garner, et al.2 Gnirk and Cheatham3 performed "static" penetrator tests on dry rocks at equal overburden and borehole pressures. Podio and Gray4 studied the effect of pore fluid viscosity at atmospheric pore and borehole pressures and varying overburden pressures. Their results illustrated the importance of fluid saturation of the rock. Yang and Gray5 reported single tooth impact tests on saturated rocks at elevated borehole, pore and confining pressures, but with equal pore and borehole pressures. For the work reported in Refs. 4 and 5, filtration across the hole bottom purposely was avoided. Maurer6 has investigated the effect of independently varying pore and borehole pressures at elevated overburden pressures by using a zero water-loss mud in the borehole. His tests were carried out under conditions that allowed independent control of overburden, pore and borehole pressures, but without control of filtration at the hole bottom. EXPERIMENTAL APPARATUS AND PROCEDURE APPARATUS The single blow chisel impact apparatus used by Garner,2 as modified for this study, is shown in Fig. 1. A cross section of the pressure vessel is shown in Fig. 2. Several pieces of auxiliary equipment were added to the original apparatus in order that the borehole and pore pressure could be applied in a manner analogous to the actual bottom-hole situation. The pore-pressure system included a filtrate volume-measuring transducer and had sufficient surge capacity to allow filtrate to be injected into the sample without significant changes in pore pressure at points remote to the borehole. The borehole-pressure system contained a cross connection to the pore-pressure system so that both systems could be pressured simultaneously. The borehole-pore pressure differential was applied rapidly by the use of a quick and full-opening valve. The operation of this valve triggered two industrial

Jan 1, 1969

By W. Vickers

Single-point rotating cantilever fatigue tests have been carried out at 550" to 650°C on beryllium produced by a variety of fabrication routes. All the specimens gave similar plots of stress against number of cycles to failure but failure occurred at a lower stress range in the hot-pressed material than in the extruded material. A discontinuity or "kink" appears to exist in the curves and this is considered. A true endurance limit was not evident up to 10 cycles. When Brush hot-pressed warm-extruded beryllium was tested at 600oC a relationship where Nf = number of cycles to failure, ?ep = plastic strain range, and c = constant, was shown to be applicable for values of ?ep > 6.3 x 10-4. Further for this moterial and temperature and for frequencies between 150 and 4500 cycles per min, the variation of number of cycles to failure with frequency obeyed the expression N = Af0.44 where N =number of cycles to failure, f = frequency, and A = constant. Examination of the fracture surfaces indicated that they were generally intergranular and in all cases the higher the stress the more irregular was the fracture. Microexamination has shown that grain boundary cavities and fine intergranular cracks were associated with the fractures. REVERSING or cyclic stresses set up in fuel elements can lead to failure by fatigue. Fatigue stresses may be developed by instability of the fuel element in the coolant flow leading to rattling against the channel wall or fin vibration. Thermal cycling also sets up reversing stresses due to differential expansion of fuel and can. Fatigue resistance is of some importance therefore in the evaluation of canning materials. At the time the work described in this paper was initiated, beryllium was being considered for the can and endcaps of an advanced gas-cooled reactor fuel element. With this in mind, beryllium obtained from different manufacturing routes was tested on single-point rotating cantilever fatigue machines at temperatures the same as those envisaged in the reactor to obtain appropriate fatigue data. The results obtained indicated a discontinuity in the S-N curves coinciding with the yield stress in the specimens. Although in some cases the data is insufficient to warrant a detailed quantitative analysis, a qualitative analysis of this effect was thought to be justified. 1) EXPERIMENTAL DETAILS The materials used are given in Table I together with the production route and available analyses. The specimen shape is shown in Fig. 1. The fatigue specimens were machined slightly oversize, after which they were given a stress-relieving anneal of 1 hr at '750° C in vacuum. This was followed by an etch in sulfuric-phosphoric-chromic acid mixture down to the finished dimensions given in Fig. 1. Etching served to remove the interference colored oxide film formed on the surface during annealing and very small recrystallized surface grains too. The specimen was mounted in the grips of a cantilever machine and rotated inside a furnace controlled at the testing temperature. The specimen was loaded in increments as the speed was increased until the required load was applied at 5000 cycles per min. A revolution counter was used to record the total number of cycles.

Jan 1, 1964

By AIME AIME

N OW THAT the war is over it is possible to release data and correct some erroneous statements and impressions relative to the use of manganese-steel armor and helmets, which heretofore have been carefully guarded. The material of the helmets furnished to the English, American, and Belgian armies was invented by Sir Robert Hadfield, Bart., F.R.S., and was described in a paper read by him at the International Engineering Congress in August, 1893. The French helmet was 2 oz. lighter than the English but had a greatly inferior resistance. Tests showed that it was perforable at as low a velocity as 350 ft.- sec. impact of the standard shrapnel bullets. Helmets made of the Hadfield "Era" manganese steel kept out standard shrapnel bullets of the same quality at no less than from 750 to 950 ft.-sec. impact velocity. The respective energies were, in the case of the French helmet, only 0.021 ft.-tons, 46 ft.-lb., and in the British 0.095 ft.-tons, 213 ft.-lb. The German helmet was made of nickel-chromium steel and, although 12 oz. heavier and 12 per cent. thicker than the Hadfield, was not only perforate

Jan 1, 1920

By V. Damiano, M. Herman

CELLULAR substructure observed in metal crystals grown from the melt. has been studied extensively'-' and is attributed to the existence of a constitutionally supercooled zone in the liquid ahead of the solidifying interface. The mathematical description of this process has been given in terms of the concentration of solute in the liquid phase, the rate of solidification, and the temperature gradien.t in the liquid as the only variables.5 This technical note presents some evidence of 1) the effect of crystal orientation on some aspects of cellular growth, and 2:) the degeneracy of these cells into dislocation arrays. The zinc single crystals used in these studies were alloyed with cadmium sufficient to produce the constitutional supercooled cellular substructure. Crystals containing 0.05 pct Cd exhibited substructure formation for a growth rate of 10 cm per hr and a temperature gradient of 15°C per cm in accord with the theory. The growing liquid-solid interface was examined after we liquid had been decanted away in a fashion similar to that described by Rutter and Chamers.' The cellular substructure was also observed after polishing and etching the surface directly behind the decanted interface with a solution of HNO, and water. Fig. 1 is a photomicrograph of a typical polished and etched surface revealing substructure, the cleavage plane, and twins. The crystal has been grown with its basal plane parallel to the direction of growth and the plane of the micrograph is per-

Jan 1, 1960

By H. C. Rolseth, R. H. Kohler

Jet channeling made its entry into the granite industry in 1955 and quickly gained acceptance as an economical method of quarrying. Developed by the Linde Division of Union Carbide Corp., this method employs a small rocket-jet burner with a high-temperature, high-velocity exhaust flame that causes granite to disintegrate. It can thus make continuous vertical cuts to free large blocks from granite formations. The Thermal Spalling Process The effect of a thermal device on rock depends upon the rock's spallability. In simplest terms, spalling is the decrepitation resulting from differential expansion of rock crystals due to thermally induced stresses.1 the individual rock properties influencing the spalling characteristic are so numerous and their interaction is so complex that it has so far been impossible to predict with accuracy the reaction of any particular rock to a high-temperature source of heat. Perhaps computers will eventually make such predictions possible, but for the present it is necessary to impose the thermal shock conditions on a sample of the rock to establish its spalling characteristics. The properties most favorable to a high degree of spallability are: (1) Large linear thermal expansion at temperatures below 700º C. (2) High thermal diffusivity at temperatures below 400º C. (3) Equigranular interlocking structure with little or no fine-grained clay or mica alteration products. (4) No significant amounts of soft, low-melting, or elastic minerals or materials which yield after thermal decomposition.

Jan 7, 1969