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By Peter K. Strangway

During 1973, a 20,000 net ton (18 100 metric ton) formcoke test was carried out at Inland's 26.5-foot (8.08-meter) hearth diameter on NO. 5 Blast Furnace. The formcoke briquettes were produced from Elko1 coal by FMC at their pilot plant in Kemmerer, Wyoming. The briquettes were shipped to Inland in open railroad cars and most of them were placed in an outside storage field until a sufficient amount was available for the actual blast furnace test. The test consisted of three phases: an initial four-week base period; the actual 33-day formcoke test period; and a final three-week post-test base period. During the formcoke test period, the regular coke skip loads were gradually replaced with skips of formcoke until, after a three-week period, the replacement ratio reached 80%. The furnace operated smoothly and quality hot metal was produced. The burden remained permeable and it was possible to maintain wind rates 9 of over 100,000 scfm (47 Nm3/s) without significant blast pressure increases. Dusting from the formcoke was not a problem either in the stockhouse or in the top gas. The formcoke briquettes maintained their original shape and density as they descended through the furnace. When the 80 percent replacement level had been reached, the inwall temperatures became higher than normal (about 2000 ºF (1090 ºC)) and followed an unusual steady pattern. In addition, the top gas temperature became higher than normal, and the hot metal analyses and temperatures began to fluctuate unacceptably. In general, it is felt that the high inwall temperatures were a result of channeling of the hot furnace gases along the stack walls. This channeling appears to have been promoted by a change in distribution of the burden in the top of the furnace which, undoubtedly, was caused by the increased increments of formcoke. Since it was felt to be unsafe to operate the furnace for an extended period of time with the inwall temperatures at the high level, a decision was made to remove the formcoke from the furnace. When this was done, the inwall temperatures returned to normal. Once the inwall temperatures had returned to normal, the remaining 3,800 net tons (3450 metric tons) of formcoke were used in the furnace at a nominal 40% replacement level for five continuous days. The furnace operated smoothly during this period, and the results were representative of satisfactory furnace operation with partial replacement of regular coke with formcoke. The test was successful in proving that formcoke can replace up to about 50% of the regular coke in a large furnace operating at high wind rates. However, additional work will be required to develop acceptable charging practices for using higher levels of formcoke replacement.

Jan 1, 1977

DURING September, the Coal Commission pre- pared for issue a series of 18 reports on varied aspects of- the bituminous coal industry; the final report, dated Sept. 22, sums up the facts and offers recommendations addressed to Congress, to the industry, and to the public. The few following paragraphs are selected: Bituminous coal is the real foundation of that great industrial and transportation structure which enables more than a hundred million people to live in America and be so well supplied with things necessary for their health, comfort; and convenience; it also furnishes domestic fuel for two-thirds of the homes of the land. The distribution of the output of the bituminous mines tells the story: 28 per cent. goes to the railroads, 25 per cent. to the boiler houses of factories and mills of all kinds, 15 per cent. to the coke ovens and gas plants, 10 per cent, to the homes, 7 per cent. to steel plants and the same percentage to power plants and street railways, 4 per cent. is exported, 2 per cent is used for power at the coal mines, and the remaining 2 per cent. goes to the seaboard for steamship fuel. Bituminous coal enters into interstate commerce on a scale approached by no other commodity; less than a fourth of the coal mined in the United States fails to enter interstate com-merce. All but one of the 45 coal producing districts in the United States ship coal outside the State in which it is mined. Three hundred miles of cars loaded with coal is the daily output of the bituminous mines of the United States. The public-welfare element in coal is seen in the dependence of public health and safety on an unfailing supply of fuel, in the close connection between the prosperity of most industries and the uninterrupted operation of the coal mines, and in the obvious fact that without coal the great network of railroads which binds together this great country would be idle. The railroads and the public utilities, themselves so clearly obligated to render what-ever public service is demanded of them that the constitutionality of their public regulation is unquestioned, are of all industries most dependent upon coal. Thus, coal makes up over 35 per cent. of the operating cost at the gas plant and over 25 per cent. at the electric power station, and in the operating expenses of. a railroad the cost of coal is the largest single item, next to labor. The practical logic that half a century ago clothed with a public interest the steam locomotive and in later years the electric-power station must recognize a large element of public service in the coal mine that furnishes the necessary energy to both locomotive and power-plant.

Jan 10, 1923

By Reno H. Sales

Our colleagues cannot in the future earn reputations and medals for achievements in milling and smelting ore and for successful management of mining companies, if some one doesn't keep finding and mining the ore to mill and smelt and to provide the basis for the good management. Good ore seems sometimes to be quite helpful to good management, and good ore is not as easy to find as it used to be. And there are still more reasons, why—when this honor had been decided upon and named for Mr. Daniel C. Jackling—it should be initially conferred on Reno H. Sales. . The terms of reference of the award are that it should be conferred upon an individual working in the fields of mining, geology, geophysics, who has made an outstanding contribution to the progress of technology in one or more of those fields. And in this initial year (the earlier years are the easiest) just that was done. I think I could get away with it amongst the old-timers of my generation if I say that this time they made the award to the individual, who made the outstanding contribution. But, as Al Smith used to say, "Let's look at the record." Really, the record is mixed up a little with extra-lateral litigation—the old-time "apex cases" under Section 2322 of the Revised Statutes. Reno Sales doesn't like such litigation, but there is little question that the urgency, generated by conflicting claims of intra-limital and extra-lateral rights, and consequent necessity for committing to records and maps the complications of Butte structure, did advance—and by several years—the first continuous, accurate, systematic, and scientific portrayal of the geological and mineralogical details of what is, after all, the most important and the most complicated copper district—at least in North America. Prior to Sales' time, some of the most eminent of geologists often waived details. One geologist took the judge to the window to show him the Rarus fault going through a notch in the Continental Divide. The entertaining testimony in the Bluebird litigation was as perfect in literary style as it was innocent of the criteria by which faulting and lack of continuity of vein structure are now recognized. At any rate, this need for an accurate record of structure was in the background—to whatever extent it was, or was not, the etiological agent—for formation of the Geological Department of the Amalgamated Copper Co. in and about the year 1900. Charles W. Goodale was at that time the head of the Boston & Montana, and John D. Ryan succeeded William Scallon as the president of Anaconda Copper Mining Co. in 1905. Horace V. Winchell, for years a specialist in extra-lateral litigation, was perhaps the man who at that date had the vision, the persuasive weight with the management, and the willingness to defend the idea of large current expenditures (as then viewed) for a complete and sys-

Jan 1, 1955

By S. S. PRENZ

Discussion held at the sessions of the Canal Zone meeting, November, 1910. [SECRETARY'S NOTE.-As a result of this discussion, an expression of opinion covering all points of unanimous agreement was adopted and signed by members of the Institute party as individuals. This statement, which was printed in the Bulletin of December, 1910, is reprinted below, as an introduction to ,the detailed report of the discussion. It should be clearly understood that it does not constitute an official declaration by the Institute, the rules of which forbid any such action. At the New Haven meeting of February, 1909, a free discussion of the plan of the canal took place, in which the critics of the present scheme had full opportunity to state their views. That discussion was continued at considerable length in the newspapers ; but the Institute was never committed to either side. In this latter instance, the situation is precisely similar. Certain members and guests of the Institute, having had the advantage of later developments and of personal inspection, have expressed the conclusions at which they have arrived on their own responsibility ; and these conclusions are published by the Institute, subject to further discussion, like any other part of its proceedings. The general statement referred to contained a promise that the full discussion, of which it was a result, would be subsequently printed ; and this promise is fulfilled, so far as practicable, in the subjoined report, concerning which I beg to offer the following explanations: 1. It is made up of the remarks of the members of our party, as subsequently written out and mailed to the Secretary. 2. In editing these contributions, I have condensed the material considerably by cutting out much repetition of opinions and phrases ; and in such excision, I, frankly confess, the authors whose communications were delayed, have been the sufferers. Nevertheless, there is a good deal of repetition left, as there must be, when so many persons had talked so much, and come to agreement upon so many points. 3. It has been found impossible to preserve in this report the actual order of the free and informal oral discussion represented. Consequently the several contributions have been arranged in alphabetical order under the names of their authors. References to "preceding speakers," etc., must therefore be construed as referring to other speakers, preceding or following.-R. W. R.] S. S. PRINZ AUGUST WILHELM, AT SEA, November 14, 1910. We, the undersigned, members and guests of the American Institute of Mining Engineers, after a visit to the Isthmus of Panama, and inspection of the work of the United States Isthmian Canal Commission, and after full discussion of our individual impressions, find ourselves in unanimous agreement as to the following conclusions:

Jan 1, 1911

By Ogden Malin

IN conducting the manufacture of extruded brass rods and brass forgings it has been noticed that there is considerable variation in the physical properties, particularly the machinability of different rods and forgings, even though the composition, working temperatures and method of manufacture remain the same. It is the purpose of this paper to attempt to establish the cause and extent of this variation, and also to determine whether variations in composition within certain defined limits influence hardness and machinability to any marked degree. The writer believes that this variation probably is due to the variation in grain size of the metal, therefore the microstructure of several compositions under various conditions of working were examined in an effort to establish this as a fact.

Jan 1, 1932

By C. H. Wayman, D. W. Fuerstenau

The effect of bubble size and concentration of certain reagents on the terminal velocity, shape, path, and drag coefficients of single air bubbles in distilled water has been investigated. Bubbles of a certain size range rise considerably faster than Reynolds number-drag coefficient relationships predict, whereas a small amount of frothing agent reduces their terminal velocity. The rapid velocity at which bubbles rise in distilled water appears to result from slip at the boundary and from circulation within the bubbles. Surface-active agents retard bubble motion through prevention of both circulation and slip at the boundary. A surface tension concentration gradient helps maintain bubble sphericity. HE gas phase is one of the indispensible in-gredients in flotation operations. Flotation depends on the collision of an air bubble and a mineral particle in a pulp and their ability to remain in contact long enough for adherence to take place. Before it is possible to understand the mechanics of air bubble-mineral particle encounter, it is necessary to learn more about the nature of bubbles themselves before collision with a mineral particle has taken place. To date, little work has been done on air bubbles in flotation systems. In 1945 Fahren-wald' presented a study of the role of frothers on air bubbles and on aeration in flotation, and recently Wark and Sutherland' discussed the work of Rosenberg- in relation to flotation. The research reported in this present article was undertaken to investigate systematically the effect of bubble size and the concentration of certain reagents on the terminal velocity, shape, path, and drag coefficient of single bubbles in distilled water. Most of the work is concerned with the effect of a-terpineol on bubble motion in water, but studies were made with potassium chloride, potassium hydroxide, potassium ethyl xanthate, and potassium amyl xanthate. Experimental Method and Materials: To obtain free bubble rise and reduce wall and surface effects, the investigators used a tank of 5½x5½x30-in. internal dimensions, filled with water to within 4 % in. of the top.' The tank was made of acrylic plastic so that the walls would have good optical properties. Distilled water, which was re-distilled in a block tin still and saturated with air before each test, was used in all the experiments. All solutions were made with reagent-grade chemicals. During each experiment the water was at room temperature, and during the course of an experiment the temperature did not fluctuate more than 0.5°C. Since the experiments were performed over a period of six months, the temperature varied between 25° and 27°C. The temperature at which each series of experiments was conducted is recorded with the data. The experimental apparatus is presented dia-grammatically in Fig. l. Individual air bubbles were generated from purified compressed air through a capillary of 0.003-cm internal diameter at a rate

Jan 1, 1959

By H. A. MEGRAW

THE meeting of the A. I. M. E. at Wilkes-Barre, Pa., Sept. 12 to 15, inclusive, celebrated the fiftieth anniversary of the Institute. It was at Wilkes-Barre, in 1871, that the foundation was laid for the great institution that now includes in its roster the greatest names. in mining engineering in every civilized country of the world. The founders of the Institute, with rare prescience, established a common ground upon which all mining engineers, whatever particular branch they might consider most pertinent, could stand securely, assured of a deep-seated interest from their brethren similarly minded in other localities. So wise and clear was the vision of the founders that every engineer connected with mining has found it beneficial, not to say indispensable, to maintain his connection with the Institute and to increase his technical enthusiasm through the medium of the valuable technical publications. The little coterie of 1871 has grown to a strong body of more than 10,000 members in 1921, reflecting the glory of the founders in the record of the accomplishments written on the pages of the fifty years of the

Jan 1, 1921

By Phillip J. Maddex

The cost of transporting mineral raw materials and products will receive greater attention in the next 10-20 years because raw material sources and markets are changing. Today, shipping costs may equal 20%-80% of the landed or delivered cost of raw materials and products. Companies are learning that total costs are what count to the company and customers. Transportation has historically been priced at "What the traffic would bear" and little real effort has been made to analyze the shippers problem and provide them with effective and low cost transportation. This climate existed in both ocean and rail transport. The shiplines and railroads did not understand the shipper's problems and few shippers understood transportation and how to buy it. Recently more consideration has been given to the advantages between the American Merchant Marine- American Flag and Foreign flag vessels. The discussions held focused on what action is desirable to encourage American flag operations. Based on extensive studies made by both A. E. Gibson, Maritime Administrator and R. J. Blackwell, Deputy Maritime Administrator, the resulting statistics show that the potential for ocean transport is as follows: U. S. Foreign trade is estimated at 620 million long tons annually in the early 1980's. It was 418 million tons in 1968. In 1968 only 6.4% of the U.S. ocean borne trade was carried on American Flag vessels. About 50 million tons of early 1980's trade will go ill container ships. That leaves over 500 million tons to go as bulk or "neo-bulk" cargo.

Jan 1, 1970

By D. R. Parrish, F. F. Craig

In some respects, forward combustion (alias: fie-flooding, underground combustion, in-situ combustion, dry combustion) is an efficient oil recovery method. For example, its displacement efficiency (as much as 95 percent in reservoirs with high porosity and high oil saturation) is good. In its use of heat, however, forward combustion is grossly inefficient. Most of the heat generated during forward combustion is wasted. About one-fifth of the heat is picked up by the incoming air and re-used (regenerated); the remainder is left behind the combustion zone and ultimately is lost. Compressed air is expensive, and heat generated from compressed air via underground combustion is too valuable to be thrown away. Improvement is needed. Since the early 1950's, improvements in forward combustion by addition of water injection have been discussed, particularly in the patent literature, with increasing frequency.'-'' These concepts are based on the fact that relatively inexpensive water can be used to pick up much of the heat that is ordinarily wasted during forward combustion, and transport it forward to a more useful place, thereby reducing the amount of air required to move a heat front through the reservoir. Several approaches have been proposed. Merriam and Squires1 taught that a combustible (fuel) gas should be injected along with the air and water. This, however, would give at least a tendency toward reverse combustion instead of forward combustion, and would reduce the velocity of the heat bank, defeating the primary purpose of the water injection. Pelzer2 described primarily a batchwise method of forward combustion and water flooding. He advocated burning part way through a reservoir with forward combustion, then switching from air to water injection alone to push the heat toward the producing wells. Though possible, this method has serious disadvantages, the major one being that, by the time water injection is started, much of the heat has been irretrievably lost to the overlying and underlying formations. We have described what is considered a practical Combination Of Forward Combustion And Water-flooding (COFCAW).3,4 Air and water are injected simultaneously (or alternately) after a small heat bank has been formed by forward combustion. Some of the injected fluid fills up the region behind the heat bank; the rest enters the heat bank. Upon encountering heated rock, the water is converted into steam, which then flows ahead of the combustion zone and displaces much of the oil in place. Only enough air is injected to provide heat for vaporization of the water and to compensate for reservoir heat losses. Since the size of the heat bank is minimized, heat losses also are minimized. Because of more efficient oil displacement ahead of the combustion zone, fuel consumption is reduced. Too, unlike a forward combustion zone that cannot move until all fuel at a point has been consumed, COFCAW leaves some

Jan 1, 1970

By Bradley Stoughton

(Cleveland Meeting, October, 1912.) [SECRETARY'S NOTE.-To avoid repetition of foot-notes, references to authorities are made in this paper by means of figures, referring to a numbered list in the appendix.-J. S.] INTRODUCTION. THIS paper gives the results : first, of a research into the somewhat extensive literature of titanium; and second, of a series of original tests upon the effect of titanium on iron castings. New investigations have also been made upon the effect of titanium on steel, but I hope to treat this subject in an independent paper at some later date, and, therefore, will not discuss the experiments in detail here. The combined results of this study, which extended over a period of more than two years, can be briefly summarized as follows: 1. Steel or cast-iron, in which the titanium is properly proportioned, and which has been properly treated, is improved in strength, toughness, and durability against wear, such as, for example, the wear of railroad-rails, of steel and chilled-iron .rolls, car-wheels, etc. 2. These improvements seem to be caused, not so much by the direct effect of titanium on the metal, as by its cleansing influence in removing harmful impurities, such as oxygen and oxides, nitrogen, occluded slags, and perhaps also sulphur. It appears also to reduce segregation, which would contribute to the same end. 3. In order that its effects may be fully realized, the treatment of steel or iron with titanium must be correctly performed. There are a few simple, but essential, details to be observed; if they are neglected, the best results cannot be expected. To illustrate by an example : A series of tests on cast iron

Nov 1, 1912

By Everett D. Jackson

The largest deposits of chromite in the United States occur in tabular layers in the lower part of the Stillwater Complex, Montana. Nearly 900,000 long tons of chromite concentrates have been produced from mines and mills in this area, and reserves equivalent to more than 2,500,000 long tons of Cr2O3 remain in the ground. Layered concentrations of chromite (known as chromitite zones) occur only within olivine-rich layers of the Peridotite member of the Ultramafic zone of the Stillwater. As many as thirteen chromitite zones, lying conformably one above another, have been found, but only five of them are thick enough to be of any conceivable economic interest, and only two of them have been mined to date. Individual chromitite zones can be recognized by their distinctive internal character and by their stratigraphic position in the Peridotite member. The chemical composition of chromite varies consistently between and within the different chromitite zones. The zones range in thickness from about an inch to more than 12 feet, and the Cr2O3, content of their chromite ranges from 36.6 to 49.2 weight per cent. In any given area, the G chromitite zone is the thickest, but the chromite of the H chromitite zone has the highest grade. Laterally, the thickness of the chromitite zones is related to the thickness of the Peridotite member; in general all are thicker in the eastern part of the Stillwater than in the western part.

Jan 1, 1968

By J. B. Fletcher

The Miami mine first started operations in 1910. For convenience, the history of the orebody can be divided into the following categories (Fig. 1): 1) 1910 to 1925: 24.4 million tons of high grade ore, mined by top slicing, sublevel caving, etc. 2) 1926 to 1954: 102 million tons of low grade ore, mined by block caving.

Jan 1, 1961

By Herty, C. H.

Three distinct processes take place during the conversion of iron ore to steel. First: the raw ore is reduced to metallic iron in the blast furnace and during this reduction certain constituents are dissolved in the iron, either through the solution of a solid into a liquid phase, as in the case of carbon, or by reduction of an oxide existing in the slag to the metallic element of that oxide, with subsequent solution of the metallic element in the iron. Thus by the process of solution and reduction, a pig iron results which contains about 4 per cent carbon, 1 per cent silicon, 1 to 2 per cent manganese, 0.1 to 0.4 per cent phosphorus, and 0.03 to 0.10 per cent sulfur. To obtain a sufficient yield of iron from the ore it is necessary that the reducing process be carried as far as possible, with the result that the impurities mentioned accompany the reduced iron. Second: to convert this iron into steel it is necessary to oxidize a part of the iron in eliminating the impurities to the extent desired for the particular product being made. In eliminating these impurities by oxidation a certain amount of iron oxide (FeO) dissolves in the steel. This dissolved FeO reacts with the metalloids, except sulfur, and to eliminate them to the desired extent it is necessary to leave a considerable amount of FeO in the metal. The reaction of iron oxide with silicon, manganese, and phosphorus results in the formation of the oxides of these elements. The oxides enter the slag and the extent of elimination of the elements depends on certain equilibria between the slag and the metal. The reaction of FeO with carbon results in the formation of the gases CO and CO, which, after saturating the metal, pass into the furnace gases. Third: after the iron has been purified to the desired extent as far as the elements listed are concerned, it is necessary to deoxidize the bath to remove the FeO, which is the vital factor in gas formation as the steel solidifies.

Jan 1, 1957

By R. F. Nielsen, R. G. Bentsen

Jan 1, 1966

By A. A. Toprac

The recurring problem of joint failures in ofjshore structures, coupled with the catastrophic collapse of many of these structures during Hurricane Hilda (1964), hay forced reconsideration of techniques presently used to design sfuctural joints. This paper presents results of studies conducted for this reconsiderat?on. Only right-angled T-joint,s and cross-joints where a brace was welded directly to the undisturbed surface of another tube (the chord) were considered. Tests were performed on seven T-joint and 12 oross-joint specimens of two types which were designed to give a broad but practicd range to the geometrical parameters believed to be of significance to the problem. These paramefers were expressed in dimensionless form. Each specimen of the T-joints was instrumented wirh both electrical resistance strain gauges and deflection dials. After the elastic tests were concluded, each specimen was loaded to failure by applying an axial tensile load to the brace. The cross-joints were tested to failure without measuring elastic strains. Theoretical solutions for the stresses in a cylindrical shell due to a distributed radial load over portions of its surface were numerically evaluated. The experimental results are compared with calculated values obtained using Bijlaard's and Dundrova's theoretical analyses. INTRODUCTION During the last IS years a large number of structures were built for the offshore exploration of oil both in the Gulf of Mexico and dong the Pacific Coast.' In all these offshore platforms, the tubular shape was extensively used since this shape provides outstanding strength in proportion to its weight, compared to other shapes, when all directions (x, y, z) are considered. Past use of tubes was hampered because of connection details. But with the advent of welding, it became no more difficult to connect tubular shapes than to connect rolled shapes. However, some problems have been encountered in actual construction in making welded joints that are adequate and yet economical. In trying to connect tubular members, designers have used a varied number of methods; consequently, some of the joints seem to be very expensive in detail while others appear weak and underdesigned. An inspection of offshore platforms owned by different companies indicates the use of a large number of joint arrangements and configurations. Such a variety of joint types in current service indicates the wide divergence of opinion that exists on how such joints should be designed, stiffened and strengthened. Fig. 1 shows the various types of connections that have been used in practice. This paper reviews the present state of art on tubular joints of the T and cross type, and presents results of experimental and analytical work being conducted at The U. of Texas and elsewhere. It is believed that such information will be of great help to designers for the formulation of proper design procedures for joints. CONNECTION PROBLEM Recently, cracks have been observed in several welded connections in offshore structures. Fortunately, until about 1 1/2 years ago, these failures have been localized and have not resulted in the collapse of structures or loss of life. For example, one platform installed in Louisiana during 1955 in about 60 ft of water had been subjected to four tropical hurricanes. This platform successfully withstood these forces and was later removed because operations at this location had been completed. Many joint failures were observed during the removal.

By Linney, Robert J.

REPUBLIC Steel Corporation's iron-ore properties in the Adirondacks consist of mines, mills, and sintering plants in the Mineville and Port Henry area and at Lyon Mountain. This article will deal with the properties in the vicinity of Mineville and Port Henry. In 1938, when Republic leased the Mineville- Port Henry operations from the Witherbee Sherman Corp., these properties had just come through some hard depression years. As a result, the mine development program was far behind schedule; most of the equipment needed replacement; and above all, the entire system of mining had to be completely changed to reduce operating costs. The concentrator had been in operation for many years; the process was dry and dusty. Machinery and equipment were either badly worn or entirely obsolete. The sintering plant, also long in operation, was badly in need of repairs.

Jan 1, 1943

By JOHN W., E. C. SARCENT

The South Texas area discussed herein represents districts 2 and 4 of the Texas Railroad Commission. It extends from Jackson, Lavaca and Gonzales Counties on the northeast to the Rio Grande River, and comprises a total of 26 counties.

Jan 1, 1946

By Tomek Ulatowski

INTRODUCTION In 1974, Industrial Miners Mexico, S.A. (IMMSA), agent for the borrowers, was the largest privately-held mining, smelting, and refining company in Mexico (accounting for 32% of Mexico's nonferrous metal and coal production in 1974), the fourth largest company in terms of sales, and the second most profitable company in Mexico, excluding government wholly-owned and operated industries. The company was engaged in the mining, smelting and refining of coal, copper, fluorite, gold, lead, silver, zinc and related by-products for domestic consumption and export. A combination of favorable factors led IMMSA to propose an investment plan amounting to US$286 million for 1974 through 1978, of which US$150 million was to be financed. These factors included: Substantial profits in 1973 and 1974 Positive near-term outlook for metal prices Success of the reinvestment program in increasing productivity Substantial additions to proved reserves during 1973-1974 and Fiscal incentives provided by the Mexican government to stimulate investment in the mining industry. The primary purpose of the investment program was to construct a new electrolytic zinc refinery and to expand and modernize many of the company's existing mining and refining facilities. THE BORROWER Company History Compania Miners Mexico, S.A. was incorporated in the city of Monterrey in 1918 as a wholly-owned subsidery of ASARCO Inc. (formerly American Smelting and Refining Company, New York) for the purpose of mining and processing non-ferrous metals and related products. In compliance with the Government's Mexicanization program, ASARCO Inc. divested itself of 51% of its equity in Compania Miners Asarco, S.A. on June 30, 1965. Subsequently, ownership in the divested share was apportioned as follows: 15% ownership in Compania Miners Asarco, S.A. to a group of private investors, and 36% in trust for subsequent public sale. The company's name was changed to Asarco Mexicana, S.A. in 1965. Mexican ownership in Asarco Mexicans, S.A. was increased to 51% in 1967, following the purchase of the 36% share ownership held in trust, and then to 66% in 1974 when ASARCO Inc. divested itself of an additional 15% of its holdings in Asarco Mexicans, S.A. Following its 1974 divestiture of 15% of Asarco Mexicans, S.A., ASARCO Inc's ownership in Asarco Mexicana, S.A. was reduced to 34%. In 1974, the company changed its name for the second time to Industrial Miners Mexico, S.A. (IMMSA). Fiscal Agreement IMMSA entered into a fiscal agreement with the Mexican government in 1969. The agreement, which was renewed in 1974, provided for 100% of the production and export tax corresponding to the federal government with a minimum of 50% of the amount refunded to be reinvested in fixed assets. Further, the agreement permitted the company to

Jan 1, 1985

By Ott F. Heizer

The mines and the mill of the Nevada-Massachusetts Co. are on the east slope of the Eugene Mountains, in Pershing County, Nevada, 8 miles northwest of Mill City, a station on the Southern Pacific R.R. and on the Victory Highway. Fig. 1. Supplies and, concentrate are transported by truck over an automobile road of easy grade. The property is at an average elevation of 5500 ft. and climatic conditions are generally favorable for continuous operation throughout the year. The ore treated is supplied by two adjoining mines, the Stank and the Humboldt. Physical and mineral characteristics of the ores produced by these two mines are substantially similar, although variations occur in hardness and mineral distribution.' The economic mineral is scheelite (CaWO4), composed, when pure, of 80.6 per cent tungstic trioxide (WO3) and 19.4 per cent lime (CaO).

Jan 1, 1935

By D. S. Pye, J. P. Gallus

Successful hydraulic pressure treatment of oil and gas wells that have long producing intervals, multiple pay zones, fluid thief zones, or natural or induced fractures has long been a serious problem plaguing the petroleum industry. High fluid-injection rates, straddle packers, ball sealers, and either liquid or solid additives to the treating fluids are being used to cope with this difficult and costly problem.l-6 The use of ball sealers and straddle packers is limited, in practice, to wells that have been completed with perforated cemented casings or liners. Well stimulation with ball sealers and straddle packers is usually successful as long as the cement remains competent. The other techniques of diverting are used with all types of completions. However, there are two significant disadvantages of the high rate method: excessive horsepower requirements, and the need of large treating-fluid volume. Consequently, most well stimulation techniques that involve diverting depend upon ball sealers or granular materials. Liquid diverting agents, and some of the solid ones in use today, frequently will cause formation damage. On the other hand, the most popular particulate diverting agents often are so soluble in the treating fluid that they become largely ineffective; their particle size is severely reduced as they dissolve while being transported through thousands of feet of pipe to the formation face down hole. In our attempts to deal with the shortcomings of these diverting agents, we experimented with a large variety of potentially suitable deformable materials the solubility of which could be controlled. Following are the criteria for the diverting agent sought: 1. The material must be effective in reducing fluid loss to thief zones, including existing fractures and very high permeability layers in the formation to be pressure treated. 2. The material must have enough strength to bridge under the treating pressure. 3. The material must be insoluble or slowly soluble in the treating fluids so that the particles retain sufficient size to be effective after they reach the formation face. 4. The material must be completely soluble in the produced oil or condensate liquid so that it can be removed readily; it must not cause formation damage. A number of products consisting of various polymers blended with waxes and other solid hydrocarbons were examined. All these materials satisfied the criteria for a diverting agent and also exhibited some degree of plastic deformability. On the basis of initial tests of strength and hardness, several blends of wax and polymer were selected for extensive testing in the laboratory and the field. These compounds have congealing temperatures ranging from 140 to 190F; they are insoluble in water and soluble in oil. They conformed, therefore, to the criteria specified for a theoretically superior diverting agent. Laboratory and field tests were conducted using these wax-polymer materials to demonstrate that the use of a deformable diverting agent can significantly improve fluid diverting performance. Data in this

Jan 1, 1970