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By Arthur Philips

THE purpose of this paper is to present certain data and observations resulting from a series of experiments dealing with the heat treatment and microstructure of commercial white cast iron and its derivative, malleable iron. In planning the experimental work, particular pains were taken to secure for the tests white cast iron of "normal" composition; i.e., within the composition limits commonly prescribed by manufacturers of malleable castings. A review of the literature leads us to believe that much data of a fragmentary character treating of the graphitization of white cast iron have been of little value, mainly because of the diversity in chemical composition of the materials employed in the tests. Moreover, when feasible, annealing periods at least comparable to those of current practice have been adopted. We wish to acknowledge our indebtedness to the members of the research department of the Eastern Malleable Iron Co. for the white cast iron used in the tests and, particularly, for their active cooperation during the experimental stage of the work. In this paper the following subjects will be discussed in the order indicated: Data on the thermal critical points of white cast iron and malleable iron. Changes produced in tensile properties and microstructure of white cast iron by annealing at different temperatures within the range, 760 to 1100° C. Relation of thickness of wall section of hard iron to microstructure and tensile properties of malleable iron obtained under normal annealing conditions. Notes on mechanics of graphitization of normal white cast iron as observed in specimens quenched after various periods of anneal at approximately 800° C.

Jan 1, 1922

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 J. C. McDonald

A DDITIONAL experimental data are presented in this note on a phenomenon which has been touched on but lightly in the literature. The common magnesium base rolling alloy (AZ31B) contains about 3 pet A1 and 1 pet Zn. When cold rolled, it hardens until it starts to break up in the rolls at 30 to 50 pet reduction. When it is heated after rolling to full hardness, it softens. However, other magnesium alloys have shown themselves capable of being cold rolled indefinitely, provided the ratio of roll diameter to starting gage is sufficiently high. As measured by the tensile test, these alloys actually soften when the reduction becomes large (60 to 90 pct). A subsequent heating at 300' to 500°F can produce hardening of this metal. Heating at higher temperatures (600' to 800°F) causes recrystalliza-tion and softening. Menzen' has shown that a magnesium base alloy can be cold rolled without intermediate anneals as much as 90 pet. The alloy studied, Mg-1.5 pet Mn, softened considerably between 20 and 90 pet reduction, as measured by tensile properties; a decrease in yield strength of 30 pet, and an increase in elongation from 3.2 to 16.7 pet (longitudinal direction of the sheet). However, Menzen gives no data on the reaction of this metal. to heating. Ansel and Betterton2 and Hurst and Hatch3 report a similar effect in Mg-1.5 pet Mn-0.1 pet Ca. Their data show an initial hardening, followed by softening. The former authors also show that the alloy softened by cold rolling will harden when heated at low temperatures, and that these effects are absent in Mg-3 pet Al-1 pet Zn. In the course of work4, 5 some years ago, the author observed similar effects with alloys containing cerium, thorium, or zirconium; but not with elements like aluminum, silver, or zinc. Table IA contains the results of an experiment which shows these effects rather well. A binary alloy with 0.3 pet total rare earths (Mischmetal* added) was rolled hot to 1/16 in. and then annealed to full softness by heating 30 min at 800°F. Rolling was continued at 1.5 pet per pass to 80 pet total reduction on 8 in. diam rolls. The metal was harder after 20 pet work than initially but, at 80 pet reduction, properties were back to their original values. Heating for 1 hr at 450°F produced about the same hardness whether the reduction was 20 or 80 pet. At intermediate reductions, the metal hardened, but not to as high values. Extensive cold rolling may also be carried out on metal hot rolled at temperatures sufficiently low to produce a semihard temper. Mg-0.6 pet Zr was rolled to 0.1 in. at 700° to 800°F, 30 pet per pass. As shown in Table IB, a further cold reduction of 85 pet, at 1.5 pet per pass, definitely softened the metal.

Jan 1, 1959

A shrinkage stope is an overhand stope in which the broken ore accumulates until the stope is completed to, or near, the level above. As broken ore generally occupies at least 60 per cent. more space than ore in place, about a third of this must be drawn out as the stope advances to leave a working space under the back. The ore remaining supports the miners and gives temporary support to walls, and is all withdrawn when the stope is finished. The shrinkage-stope method is applicable to steep-dipping deposits of strong ore with strong walls. It may be applied to narrow or wide veins, and is simple and cheap. Five examples, which include important and varied types of deposits, are given: namely, Kennecott, Homestake, Jarbidge district, Mogollon district, and Cripple Creek district.

Jan 1, 1925

By Philip B. Bucky

[ ]

Jan 1, 1942

By C. A. Heiland W. E. Pugh

The principle underlying the majority of magnetic intensity variometers is a comparison of the force to be measured with another force of known magnitude. The known force may be (a) of a magnetic nature, such as magnetic fields produced by magnets or coils, or (b) of a mechanical nature, such as (1) the elastic forces of wires, or (2) the force of gravity, such as employed in bifilar magnetometers and magnetic balances. In instruments of such type, usually a magnetic system is employed, free to move about either a horizontal or vertical axis, on some sort of a suspension. If the earth's magnetic field alone were present, such a system would adjust itself into the direction of the field or that of its components. Owing to the simultaneous action of the comparison force, however, the magnetic needle assumes a position that differs from the direction of the magnetic force; for all such instruments, the angle of deflection is given by tan = FIX, where F is the known and X the unknown earth magnetic force component. In other words, the magnetic system merely serves as an "indicator" for the position of balance of the two forces. Considering the matter from this point of view, it is not immediately obvious why the temperature of such a magnetic system should modify the results. In magnetic instruments, we may distinguish two different effects of temperature: (1) a magnetic effect and (2) a mechanical effect. The first is due to the fact that the magnetic moment of a magnet drops with an increase in temperature. This drop is characterized by the temperature coefficient of the magnetic moment (see equation 1). The second effect is due to the change in the torsion of suspension wires with temperature or to the expansion of lever arms of masses acting on magnetic balances.

Jan 1, 1934

By William E. Ford, Edward Salisbury Dana

This section includes one distinct group, the Stibnite Group, to which orpiment is related; the other species included stand alone. Pyr., etc. - In the closed tube melts and gives a dark red liquid when hot and a red- dish yellow solid when cold; in the open tube (if heated ver slow? ) sulphurous fumes, and a white crystalline sublimate of arsenic trioxide. B.B. on ciarcoaTburm with a blue Hame, emitting arsenical and sulphurous odors. Soluble in caustic alkalies. Artif. - Realgar is frequently noted as a sublimation product from furnaces roasting ores of arsenic. Crystals are produced when arsenic sulphide is heated in a sealed tube with a solution of sodium bicarbonate. Obs. - Realgar occurs usually in veins associated with silver and lead ores. It has been found in volcanic regions as a sublimation~duct. It has also been noted as a deposit from hot spring waters. It is often rtasociate wlth orplment. It occurs at Felsi5bBnya, Kapnik and NagyAg, Hungary; Allchar, Macedonia. Binnental, Switzerland, in dolomite. In the United States, at Mercur, Utah; in the Norris Geyser Basin, Yellowstone Park, as a deposition from the hot waters. Found at the Monte Cristo millin district, Snohomish Co., Washington: the namerealga7 is from the Arabic, Rahj af gh&r,powder of the mine. Use. - Was used in fireworks to give a brilliant white light when mixed with saltpeter and ignited. The artificial material is now used for this purpose.

Jan 1, 1922

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 R. E. Zimmerman, Michael Sokaski, E. R. Palowitch, M. R. Geer, H. F. Yancey, W. Deurbrouck, S. C. Sun

PART 1: DENSE MEDIUM SEPARATION by M. SOKASKI, M. R. GEER and H. F. YANCEY INTRODUCTION In the early days of coarse-coal treatment by the dense-medium process in Europe, loess was one of the materials used for medium solids. Newly developed cyclones were used to reclaim and thicken :he loess suspension. On occasion, when the cyclone thickener at the Maurits mine in the Netherlands plugged, the overflow was found to be filled with clean coal free of impurity. From this observation stemmed the concept of the cyclone as a cleaning device. Development took place during World War 11 in the laboratory of the Dutch State Mines under the direction of M. G. Driessen. A 15-ton-per-hour pilot plant was in operation in the laboratory by 1945, when, in September, Driessen made the first public disclosure of the process in a paper presented to the Institute of Fuel in London. In April 1945,2 operation of this pilot plant was observed by one of the authors, who was so impressed with the potential of the cyclone process that, on his return to the United States, a research program on the cyclone was started by the Bureau of Mines immediately. This work led to an AIME paper in 1946 in which the first details of cyclone operation on American coals was made available. Commercial adoption of the cyclone proceeded in Europe, initially in the Netherlands, Germany, and France. In the United States, where coal is less costly and most of the coals are so easy to clean they respond well to simpler cleaning systems, the first cyclone plant was not built until 1961.3 As of the spring of 1967, a total of 31 commercial cy- clone plants had been installed or were under construction in the United States; this does not include eight Dynawhirlpool plants. The capacity of the cyclone plants ranges from 50 to 1300 tons per hour and totals 6600. THEORY Before discussing the theory of a dense medium cyclone, a brief description may be helpful to some readers who are not familiar with its basic operation. In a typical dense-medium cyclone, illustrated in figure 10-1, the mixture of medium and raw coal enters tangentially near the top of the cylindrical section, thus forming a strong vertical flow. The refuse moves along the wall of the cyclone and is discharged through the under- flow orifice. The washed coal moves toward the longitudinal axis of the cyclone and passes through the vortex finder to the overflow chamber.

Jan 1, 1968

By E. F. Koch, J. L. Walter

oriented crystals of iron and iron with 3, 5, and 6.25 pct Si were rolled to reductions of 10 and 70 to 97 pct at room temperature. Similarly oriented crystals were deformed in tension. Dislocation substructures of the deformed crystals were observed by transmission electron microscopy to determine the effect of silicon on the formation of substructures. Pole figures were obtained to relate orientation changes to substructure. When rolled 10 pct, the iron crystals and the 3 pct Si-Fe crystals formed cells, 1 and 0.2 u in diameter, respecliuely. Cells were absent in the higher-silicon crystals. Extended dislocations and possible stacking faults were observed in the 6.25 pct Si-Fe crystal rolled 10 pct and annealed at 650°C. The stacking-fault energy was estimated to be 20 ergs per sq cm. Rolling to 70 pct resulted in the formation of sub-bands (0.9 µ wide) ill the iron crystals and transition bands (containing 0.2-µ-wide subbands) in the 3 pct Si crystals. No subbands formed in the 5 pct Si-Fe crystal until it was ankzealed. SliP occurred on (112) planes ill tension. The slip traces on the 3 pct Si crystal were wary while those on the 5 pct Si crystal wvere straight. The strain-hardening coefficient for the 5 pct Si crystal was nearly zero. Cells did not form, at least at elongations up to 10 pet. The results suggest that cross slip of iron is restricted by additions of silicon beyond about 3 pct possibly by formation of immobile extended dislocations. IN a previous paper' the authors described the substructures developed in (100)[001]-oriented crystals of 3 pct Si-Fe which were rolled to reductions of 10 to 90 pct at room temperature. At low reductions (10 to 20 pct) cells, approximately 0.2 to 0.3 ja in diameter, were formed. The cell walls consisted mainly of edge dislocations. With increasing reduction (up to 50 pct) the cells were seen to elongate in the rolling direction. In certain regions of the crystal there were significant reorientations which were characterized as rotations about an axis normal to the (100) or rolling plane. These regions were called "transition bands". The regions in which there were no reorientations were called ('deformation bands". At reductions of 60 to 70 pct the elongated cells in the transition bands became sub-bands separated by low-angle tilt boundaries with angles of disorientation of about 2 deg. The elongated cell structure in the deformation band was replaced by a general distribution of dislocations. It was noted that the width of the subbands in the transition bands remained 0.2 to 0.3 µ; i .e., the width of the subbands was the same as the initial cell diameter for reductions up to at least 70 pct. From this, and from considerations of the mechanism of formation of the transition bands,' it was concluded that the subbands evolved directly from the initial cells. In order to check this conclusion, it was decided to examine the relationship between initial cell diameter and width of subbands produced by large rolling reductions. Cell size is known to be dependent upon the temperature of deformation.2,3 However, preliminary experiments with 3 pct Si-Fe crystals indicated that the change in cell size with increasing temperature of deform,ation was not sufficient for the present purpose. On the other hand, cell diameters generally reported for iron deformed at room temperature2'3 range from 1 to 2 p, a factor of 3 to 10 larger than the cells in 3 pct Si-Fe rolled to 10 pct reduction,' indicating the possibility of a marked dependence of substructure (at least in terms of cell size) on the amount of silicon in iron. Thus, the investigation was enlarged to include the study of the effects of varying silicon content on substructure in lightly rolled as well as in heavily rolled crystals of iron and iron with 3, 5, and 6.25 pct Si. The crystals used in this study all had the same orientation, (100)[001], with respect to rolling plane and rolling direction. These were rolled to reductions of from 10 to 97 pct and the substructures determined by electron transmission microscopy in both the rolled state and after annealing. In addition, stress-strain curves were obtained from (100)[001]-oriented crystals of iron and 3 and 5 pct Si-Fe to determine the effect of silicon on tensile properties. The dislocation substructure of the tensile specimens was also determined for Samples pulled to 2 and 10 pct elongation at room temperature for comparison with the substructures produced by rolling. 1) EXPERIMENTAL PROCEDURE Crystals with 3, 5, and 6.25 pct Si were prepared by annealing 0.012-in.-thick sheets of high-purity Si-Fe in purified argon at 1200°C to effect growth

Jan 1, 1965

By Albert Sauveur

(New York Meeting, February, 1913.) IT is delightful to read a technical paper like that of J. E. Johnson, The Effect of High Carbon on the Quality of Charcoal-Iron, presented in October, 1912, at the Cleveland meeting of the American Institute of Mining Engineers.1 The clear, simple, and straightforward manner in which he describes his experiments and results makes you feel as if you had been, so to speak, at his elbow during the course of his investigations, while his method of procedure is so rational that you can fairly anticipate each step in the logical sequence of the tests performed. The following notes suggested by Mr. Johnson's paper are presented here in the hope that they may help, if only a mite, towards the final solution of a problem of considerable scientific and industrial importance.

Jan 3, 1913

In preparation for the 119th meeting, New York, Feb. 17 to 20, 1919, the following committees have been appointed: Committee on Arrangements ALLEN H. ROGERS Chairman. NY. S. DICKSON, Secretary. J. E. JOHNSON, JR. F. T. RUBIDGE. P. G. SPILSBURY. H. C. PARMELEE. FOREST RUTHERFORD. Committee on Annual Dinner Committee on Luncheon F. T. RUBIDGE. FOREST RUTHERFORD, Chairman. E. B. STURGIS. E. MALTBY SHIPP Committee on Patriotic Meeting H. C. PARMELEE, Chairman.

Jan 11, 1918

By D. J. Carney, E. Van Meter, J. J. Oravec

A study was made of combustion-air temperatures and factors affecting air temperatures in the open-hearth regenerative systems. Air-temperature surveys in the regenerative system revealed marked thermal gradients in the air above the checkers. The design of the fantail-uptake region plays a prominent part in increasing the heat recovery of the regenerative system. THE efficiency of the open-hearth regenerative system is one of the most important factors affecting open-hearth performance. Until recently, this factor has not received the attention in the literature given to many other items affecting performance, such as the type of charge, speed of charging, and the mechanical equipment of the open hearth. J. S. Marsh' emphasized the importance of the flame temperature and its dependence upon the combustion-air temperature. By means of measured air temperatures in open-hearth furnaces, data were presented which showed a remarkable degree of correlation between production rate and combustion-air temperature. This correlation was extremely good in view of the numerous factors, other than air temperature, which affect open-hearth production rates. In Marsh's work, a 100°F increase in air temperature reduced the heat time by approximately 45 min. Realizing the importance of combustion-air temperature, it is desirable to know which factors control the regenerative efficiency of the open-hearth furnace. B. M. Larsen recently discussed this subject.' The present paper illustrates a few of the more important items that affect regenerative efficiency and combustion-air temperature. In the latter part of 1951, a study of open-hearth combustion-air temperatures was begun at the South Works of the United States Steel Corp. In the initial work at open-hearth shop X, which produces low carbon steel products, temperatures were measured in the uptake in a manner similar to that used by Marsh' and the results obtained were very similar to the Bethlehem data. When it was decided to expand the study of combustion-air temperatures, open-hearth shop Y was selected because of the greater variety of furnace-design features, types of steel produced, and firing rates used. With the use of aspirating thermocouples, continuous gas analyzers, thermocouple and optical pyrometers, a study was made of: 1—effect of combustion-air temperature on open-hearth production rate, 2—thermal gradients present in various zones of the regenerative system, 3—effect of furnace-design variations on air temperature and heat recovery, 4-—effect of furnace-operating variables on heat recovery, and 5—variation in heat recovery with furnace age during the normal furnace campaign. Data collected on individual heats at 15 min intervals included air-flow rate, firing rate, checker temperature, combustion-air temperature, and furnace pressure. These data were collected on approximately 230 heats of steel. In addition, information was obtained at random on air infiltration and combustion-gas compositions. The data gathered have shown the desirability of closer control of open-hearth firing practices, a need for reducing air infiltration in the uptake zones, and a need for further study of design of checkers and of uptake-fantail areas. Equipment Air is practically a nonradiating medium. Consequently, in the measurement of air temperatures, the principle of heat conduction must be used rather than heat radiation. For this reason, aspirating-type thermocouple pyrometers normally are used to measure air temperatures. With these devices, air

Jan 1, 1956

In preparation for the 118th meeting, New York, Feb. 17 to 20, 1919, the following committees have been appointed: Committee on Arrangements ALLEN H. ROGERS, Chairman. W. S. Dickson, Secretary. J. E. JOHNSON, JR. F. T. RUBIDGE. H. C. PARMELEE. FOREST RUTHERFORD. P. G. SPILSBURY. Committee on Annual Dinner Committee on Luncheon F. T. RUBIDGE FOREST RUTHERFORD, Chairman. E. B. STURGIS. E. MALTBY SHIPP. Committee on Patriotic Meeting H. C. PARMELEE, Chairman

Jan 8, 1918

By J. W. Hickman, E. A. Gulbransen

One of the important factors that determine the resistance of a metal or alloy to further chemical reaction is the structure of the superficial oxide film. A thorough understanding of the physical and chemical structure as well as the stability of the oxide film formed on the surface as a function of time and temperature of the chemical reaction might furnish clues as to the nature of the reaction process and the protective nature of the film. A comprehensive program has been undertaken to study these phenomena. This paper summarizes the structure of the oxide films formed on the metals iron, cobalt, nickel, chromium and copper at temperatures up to 700°C. Before the introduction of the electron diffraction technique, it was necessary to use either direct chemical analyses or X-rav diffraction analyses to determine the nature of the oxide film formed on the metal or alloy. Chemical analyses yields information on the percentages of the several atomic species present in the film while X-ray diffraction analyses yield information on the atomic geometry. In special cases the information obtained may be identical, but in general both viewpoints are necessary. Much of the early work was carried out on the oxidation of bulk samples where thick films were obtained. The products were identified after cooling to room temperature by X-ray diffraction and chemical analyses. Although much useful information has been obtained in this manner. little could be learned about the character of the protective oxides during the period when the films were actually protective. Evidence concerning the chemical structure of thin oxide films has been made possible by the development of the electron diffraction reflection technique. In this method the most fruitful investigations have been made by carrying out the reaction in situ at the temperature at which the film is actually protective. Literature The oxidation of iron has been extensively investigated by X-ray and electron diffraction. Jackson and Quarrelll found that oxide films formed and examined at the same temperature differed considerably from those allowed to cool to room temperature. The results showed that below 400°C the oxide that was stable in intimate contact with iron was Fe³O4; between 515° and 900°C. the stable film was FeO. Above the upper change point of iron the oxide was found to be Fe³O4. From 400' to 515°C., FeO, Fe³O4 or a mixture of the two oxides was found. Recrystallization of the air-formed film below 400' and above 900°C. led to the formation of Fe3O4. In the range where thicker films consisted of FeO, the air-formed film was converted to a new hexagonal oxide not previously described.

Jan 1, 1947

By E. A. Gulbransen, J. W. Hickman

One of the important factors that determine the resistance of a metal or alloy to further chemical reaction is the structure of the superficial oxide film. A thorough understanding of the physical and chemical structure as well as the stability of the oxide film formed on the surface as a function of time and temperature of the chemical reaction might furnish clues as to the nature of the reaction process and the protective nature of the film. A comprehensive program has been undertaken to study these phenomena. This paper summarizes the structure of the oxide films formed on the metals iron, cobalt, nickel, chromium and copper at temperatures up to 700°C. Before the introduction of the electron diffraction technique, it was necessary to use either direct chemical analyses or X-rav diffraction analyses to determine the nature of the oxide film formed on the metal or alloy. Chemical analyses yields information on the percentages of the several atomic species present in the film while X-ray diffraction analyses yield information on the atomic geometry. In special cases the information obtained may be identical, but in general both viewpoints are necessary. Much of the early work was carried out on the oxidation of bulk samples where thick films were obtained. The products were identified after cooling to room temperature by X-ray diffraction and chemical analyses. Although much useful information has been obtained in this manner. little could be learned about the character of the protective oxides during the period when the films were actually protective. Evidence concerning the chemical structure of thin oxide films has been made possible by the development of the electron diffraction reflection technique. In this method the most fruitful investigations have been made by carrying out the reaction in situ at the temperature at which the film is actually protective. Literature The oxidation of iron has been extensively investigated by X-ray and electron diffraction. Jackson and Quarrelll found that oxide films formed and examined at the same temperature differed considerably from those allowed to cool to room temperature. The results showed that below 400°C the oxide that was stable in intimate contact with iron was Fe³O4; between 515° and 900°C. the stable film was FeO. Above the upper change point of iron the oxide was found to be Fe³O4. From 400' to 515°C., FeO, Fe³O4 or a mixture of the two oxides was found. Recrystallization of the air-formed film below 400' and above 900°C. led to the formation of Fe3O4. In the range where thicker films consisted of FeO, the air-formed film was converted to a new hexagonal oxide not previously described.

Jan 1, 1947

By W. A. Doble

Opinions differ as to whether the water-wheel almost universally known as the Pelton type belongs to the impulse, the tangential, the reactive, the jet or the percussion class, or to a cross between two or more of these classes. The fact is, that for an almost infinitesimal part of a second the axis of the jet of water strikes the bucket of this wheel at a true tangent to its base-line. The percussion of the water, striking the bucket, imparts an impulse to the wheel, causing rotation; and generally the bucket is so shaped that the direction of the jet is

Jan 1, 1900

By C. E. Wood, E. P. Barrett, T. L. Joseph

The invention of the Bessemer converter process in 1856 added great impetus to the manufacture of steel and is one of the outstanding contributions to process metallurgy. Although the process of refining pig iron by passing air through the molten metal bears the name of Henry Bessemer, it should be mentioned in passing that William Kelley of Eddysville, Ky., worked on the process as early as 1847. Kelley was granted a patent on the process in 1857, inasmuch as he was able to prove priority in discovery.' After considerable litigation in 1865 the respective interests of Kelley and Bessemer were combined. On Sept. 10, 1856, Robert Mushet of England obtained his first patent on the application of manganese to cast steel. Mushet anticipated trouble in purifying iron by passing currents of air through it: His patent specified that steel made in this way often contained flaws and was red short or cold short. Mushet understood the refining of pig iron into steel well enough to realize the difficulties likely to be cncountered from oxidation of the iron. Mushet was not only an inventor; he was also an investigator. He understood the principle of selective oxidation which takes place in the converter process, and he realized therefore that the remedy for over-oxidation was attainable if a suitable metal could be found at a reasonable cost and in sufficient quantities. His first experiments were made in small crucibles holding a few ounces of metal. Later his work was conducted on a larger scale and with complete success. Manganese had been used in making steel a quarter of a century before the converter

Jan 1, 1927

(Members are urged to send in for this column any notes of interest concerning themselves or their fellow-members.) Members and guests who called at Institute headquarters during the period Jan. 10, 1916 to Feb. 10, 1916: William Rettie, Yonkers, N. Y. Wallace E. Pratt, Manila, P. I. R. V. Norris, Wilkesbarre, Pa. T. Skewes Saunders, El Oro, Mex. Fred MacCoy, El Oro, Mex. M. L. Requa, San Francisco, Cal. Reno H. Sales, Butte, Mont. R. W. Schultz, Ravenna, O. R. T. White, Batourn, Russia. H. J. Brown, Chester, Pa. David T. Day, Washington, D: C. A. M. Van Rensselaer, New Rochelle, N. Y. H. M. LaFollette, LaFollette, Tenn. Norman C. Stines, Russia. F. N. Speller, Pittsburgh, Pa. Howard R. Hughes, Houston, Tex. Robert W. Hunt, Chicago, Ill. C. F. Schnepp, Ridgefield Park, N. J. B. E. Fernow, Toronto, Ont., Can. George L. A. Thomson, Elizabeth, N. J. A. F. Bennett, New York City. Jasper T. Robertson, Chicago, Ill. J. C. Ralston, Spokane, Wash. J. B. Tyrrell, Toronto, Ont., Can. George J. Lyon, Schenectady, N. Y. H. G. Officer, New York Cty. Jesse C. Porter is now superintendent of the San Fernando Mine, Hoyo de Manicaragua, Santa Clara Province, Cuba.

Jan 3, 1916