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By F. C. Sturges

FOR some time mining engineers have been interested in the possibility of using small diameter shafts, sunk by core drilling, as aids to ventilation and as emergency escapeways. The possibilities are interesting to contemplate, but new methods involve unknowns, and interest tends to remain passive until these unknowns are solved. Recently we have completed two 36-in. diam. core drilled shafts, and wish to make the data on these available to the industry. Both shafts were drilled for the McLain Fire Brick Co., one at its Buckeye mine and the other at its Colonial mine. Both mines are in the fireclay underlying the Lower Kittanning coal. Both mines have been in operation for a number of years [ ] and have required expensive maintenance work on return airways. It was decided that considerable savings could be effected by short-circuiting the air to the surface through small shafts. It was also realized that these holes, located near the present workings, would be of added value as emergency escapeways. Originally, 48-in. diam. shafts were considered, but actual computations showed 36-in. diam. shafts were more than ample at both mines. The shaft at the Buckeye mine is 240 ft deep, and that at the Colonial mine 258 ft deep. Both holes were started in the lower part of the Conemaugh formation and penetrated Conemaugh and Allegheny strata. The holes were started through the unconsolidated materials overlying bedrock by constructing a concrete collar with a wall thickness of 8 in. Then the shafts were drilled by the shot-core drill method. An annular groove was cut in the rock by the abrading action of chilled steel shot run under the shoe of the core barrel. The drilling was done in stages, the core barrel drilling the groove for a certain distance depending on conditions encountered, and then the cores broken off and taken out in sections. The core barrel had a 36-in. o.d. and the finished diameter of the shaft measured almost 37 in. The major questions that could not be answered until the completion of the first shaft were, (I) how much ground water would be encountered, how would it hinder the drilling, and how difficult would it be to seal off, and, (2) how would the walls of the hole stand up. The holes of course could be cased or lined, but that is considerable added expense in any shaft.

Jan 1, 1947

By Walter Miller

BY the beginning of 1945 the output of petroleum products for war had reached a volume and a rate of growth which practically assured all requirements so long as war continued. The programs for making gasoline, lubricating oils of required quality, toluene for T.N.T., and chemicals for manufacture of synthetic rubber, as well as numerous other lesser petroleum products, were all well in hand, and unless catastrophic developments occurred there was no doubt of the ability of the industry to meet all demands. The end of the fighting found the refining industry working at top capacity on war commodities, but also in position to convert quickly into peacetime civilian production. 100-octane Aviation Gasoline Production of the vital 100-octane aviation gasoline, starting with approximately 44,000- bbl. daily capacity at our entry into the war, reached a top of 525,000 bbl. a day in the United States by the end of hostilities. With 75,- bbl. from other Allied sources, the grand total was 600,000 bbl., or 25,000,000 gal. each 24 hr. available to the armed forces had fighting continued. At times it was a close race between requirements and production, but never were any important military operations involving the use of high-octane aviation gasoline held up or delayed for lack of sufficient output of such material. The undivided effort of the entire refining industry in full cooperation with the Government made this record possible. Little diminution in output followed the German surrender on May 7. Plans called for a correspondingly greater activity for the Japanese war and possibly for well into 1946. But when the Japanese sued for peace on Aug. 10 most contracts were quickly canceled. Substantial stocks, reputed to be somewhere between 20,000,000 to 30,000,000 bbl., built up largely between V-E and V-J day pending organization of the larger Japanese war program envisaged after Germany gave up, were in the Government's hands in this country, in addition to working stocks in the war areas. Toluene and Lubricating Oil Requirements for toluene for T.N.T. increased rapidly as bombing speeded UP with increasing control of the air by the Allies in Europe and Asia. Production in excess of T.N.T. requirements which had been going into 1000-Octane aviation fuel blending during 1943 and 1944 was again drawn into explosive manufacture early in 1945. In anticipation of the war continuing into 1946, two new plants were ordered constructed, the decision being announced in April, plans calling for one of them to get into production about the end of 1945, the other in the first quarter of 1946. Both of these projects were later canceled as victory made it evident that the additional supplies would not be needed. Production was

Jan 1, 1946

By Walter Miller

BY the beginning of 1945 the output of petroleum products for war had reached a volume and a rate of growth which practically assured all requirements so long as war continued. The programs for making gasoline, lubricating oils of required quality, toluene for T.N.T., and chemicals for manufacture of synthetic rubber, as well as numerous other lesser petroleum products, were all well in hand, and unless catastrophic developments occurred there was no doubt of the ability of the industry to meet all demands. The end of the fighting found the refining industry working at top capacity on war commodities, but also in position to convert quickly into peacetime civilian production. 100-octane Aviation Gasoline Production of the vital 100-octane aviation gasoline, starting with approximately 44,000- bbl. daily capacity at our entry into the war, reached a top of 525,000 bbl. a day in the United States by the end of hostilities. With 75,- bbl. from other Allied sources, the grand total was 600,000 bbl., or 25,000,000 gal. each 24 hr. available to the armed forces had fighting continued. At times it was a close race between requirements and production, but never were any important military operations involving the use of high-octane aviation gasoline held up or delayed for lack of sufficient output of such material. The undivided effort of the entire refining industry in full cooperation with the Government made this record possible. Little diminution in output followed the German surrender on May 7. Plans called for a correspondingly greater activity for the Japanese war and possibly for well into 1946. But when the Japanese sued for peace on Aug. 10 most contracts were quickly canceled. Substantial stocks, reputed to be somewhere between 20,000,000 to 30,000,000 bbl., built up largely between V-E and V-J day pending organization of the larger Japanese war program envisaged after Germany gave up, were in the Government's hands in this country, in addition to working stocks in the war areas. Toluene and Lubricating Oil Requirements for toluene for T.N.T. increased rapidly as bombing speeded UP with increasing control of the air by the Allies in Europe and Asia. Production in excess of T.N.T. requirements which had been going into 1000-Octane aviation fuel blending during 1943 and 1944 was again drawn into explosive manufacture early in 1945. In anticipation of the war continuing into 1946, two new plants were ordered constructed, the decision being announced in April, plans calling for one of them to get into production about the end of 1945, the other in the first quarter of 1946. Both of these projects were later canceled as victory made it evident that the additional supplies would not be needed. Production was

Jan 1, 1946

The Western World's gold reserves now exceed 23,000 mt (750 million oz), 65% of which exist in South Africa. Although several major mines are reducing production or closing because of depletion of reserves, new mines or expansions of existing mines are coming on-stream which will maintain an annual production of 684 mt (22 million oz) of gold well into the 1990s. These new operations by the South African mining industry represent the largest expansion since the opening of the Witwatersrand gold fields in 1886. Included in three new mines being opened is that of Anglo American Corporation's Elandsrand plant, their fir& new gold venture in South Africa in seventeen years. Current average grade of South African mines is 8.2 g Au per mt (0.24 oz per st); and while the cost of the Elandsrand 135,000 mt (149,000 st) operation, including mine development, was about $314 million, it is estimated that the cost of a comparable operation started today and completed in the mid-1980s would be of the order of $480 million. New mines to exploit low-grade ore bodies are, therefore, likely to be few in number, and further expansion will undoubtedly be in the form of extensions to existkg operations where cash flow can be used to finance development. The authors' first monograph, "Gold and Silver Cyanidation Plant Practice," devoted a section to South African cyanide plant operation; and it is believed that this new volume would not be complete without a description of Elandsrand, South Africa's newest gold plant. The Elandsrand mine is adjacent to Anglo American's Western Deep Levels on the Far West Rand. The decision to go ahead with the development was taken in mid-1974 from the results of exploration drilling carried out over a period of .lo years. Results of 17 bore holes and 68 intersections of the Ventersdorp Contact Reef had indicated a gold-.bearing reef less than one meter thick at a depth of 1,800 to 3,000 meters (5,900 to 9,840 ft). Preliminary studies indicated a mine of 900 km (560 miles) of underground workings would yield 725,000 kg (23. 3 million oz) of gold from 60 million mt (66 million st) of ore to be milled over a period of 34 years. Eventually, when the mine is in full production, the total hoisting capacity will be 300,000 mt per month (331,000 st) for a milling capacity of 225,000 mt per month (248,000 st). The Elandsrand surface facilities have been built on a low range of 0 hills to take maximum advantage of the 10 slope in transporting ore

Jan 1, 1981

By Alan K. Burton

The individuality of off-highway trucks is largely determined by a number of truck components that include beds, frames, and suspensions. With the exception of tires, these features are generally standard equipment and the mine operator gets "what comes with the truck." With the advent of larger trucks, more complicated haul profiles, and sophisticated production control systems, a new truck support-component industry is rapidly appearing. The impact of the new options for off-highway trucks can be significant in terms of future fleet performance. Innovations include "Mesabi" radiator cores that reportedly offer greater engine temperature control; load indicators that insure proper truck loading at the shovel; and digital communication systems that signal truck status in the haulage cycle. An understanding of tires, brakes, and newly introduced support components is necessary before an optimum choice of truck can be made

Jan 11, 1975

By C. T. Liu, J. Gurland

The deformation behavior in tension of spheroidized carbon steels was studied at room temperature as a function of carbon content, 0.065 to 1.46 wt Pct, and carbide particle size, 0.88 to 2.77 p. It was found that the Hall-Petch strength-grain size relation is directly applicable to the yield and flow stresses of the two lower-carbon steels , 0.065 and 0.30 pct C. The strength data for the medium- and high-carbon steels, 0.55 to 1.46 pct C, also satisfied the Hall-Petch relation, provided that these data are based upon the particle spacing. Beyond 4 pct strain, the flow stress data of all the steels studied could be represented by the same Hall-Petch relation with dinerent spacings for grain boundary and particle strengthening. The behavior of the higher-carbon steels was consistent with the postulated formation of a dislocation cell network during processing and initial deformation (up to 4 pct strain). The cell size was assumed to be equal to the planar particle spacing. The true stress at the ultimate tensile strength was also found to be a function of the particle spacing. At a given temperature and strain rate, the yield and flow stresses of carbon steels depend on the type and dimensions of the microstructure. Starting with the work of Gensamer et al. in 1942,' experimental studies on pearlitic and spheroidized carbon steels revealed that the strength of steels is a function of two main parameters: the ferrite grain size2'3 and the carbide particle spacing;1'4'5 on this basis, two different strengthening mechanisms have been developed to apply to steels of low and high carbon contents, respectively. In polycrystalline iron and mild steels the grain boundaries are regarded as the major structural barriers to slip. The relation between strength and grain size is generally represented by the Hall-Petch equation which is based on a linear proportionality between strength and the inverse square root of the average grain size.2'3y677 However, Gensamer et al.' and Roberts et related the yield strength of medium -and high-carbon steels to the carbide particle spacing alone, and they found a linear relation between the logarithm of the mean free path in the ferrite and the yield strength in both spheroidized and pearlitic steels. By means of the electron microscope, Turkalo and LOW' extended the study to finer structures; they concluded that the logarithmic relation is not valid for the entire range of microstructures unless grain boundaries are also included in the measurement of the mean free path. For the specific case of spheroidized steels, Ansell and aenel' found that the yield strength data,4'5 when plotted as a function of mean free path, fit the Hall-Petch equation; however, T'ysong found that the same data fit the 0rowanl0 relation if a planar inter-particle spacing is used. Recently Kossowsky and ~rown" studied the strength of prestrained spheroidized steels, 0.48 and 0.95 pct C, and concluded that the strength due to the carbide dispersions varies linearly with the reciprocal of the square root of the mean free path between carbide particles and dislocation networks. Such networks were first observed by Turkalo." The conclusion common to all these studies is that the available slip distance in the ferrite is the most important variable in determining strendh. Previous work on carbon steels is restricted to limited composition and strain ranges. The mechanism which governs the flow properties is not clearly understood, and, in particular, little is known about the composition dependence of the transition between grain boundary strengthening and particle hardening. The purpose of the present work is to investigate the strengthening mechanism in spheroidized steels over a wide range of carbon content, 0.065 to 1.46 wt pct, and plastic strain, yielding to necking. The spheroidized structure was chosen because of its relative simplicity and the relative ease of control and measurement of the structural parameters. The experimental work is limited to tensile testing at room temperature at constant extension rate. The effects of the carbide particles on the fracture behavior of spheroidized steels are discussed elsewhere.13 EXPERIMENTAL PROCEDURE Eight different grades of vacuum-cast carbon steels were supplied in the form of forged and rolled plate by the Applied Research Laboratory of the U.S. Steel Corp. The compositions furnished with these steels are given in Table I; the carbon content ranges from 0.065 to 1.46 wt pct, or from 1.0 to 22.3 vol pct of carbide. The steel plates were cut transversely into rods a little larger than the test specimens, 1 in. gage length, i in. diam. The rods were austenitized in air (enriched with CO by a consumable carbon-rich muffle) at 50° C above theA, orA., temperature for 2 hr and then quenched in oil with vigorous stirring. The as-quenched rods were tempered in two stages in order to obtain the desired distributions and sizes of carbide particles. The rods were first tempered at 460° C for 10 hr and then at 700" C for periods ranging from 4 hr to 3 days, in vacuum. After final machining, all specimens were vacuum-annealed again at 650°C for 1 hr in order to relieve residual stresses. The tension tests were carried out in two steps. The initial part of the load-strain curve, up to about 2 pct strain, was determined on a Riehle testing machine with an extensometer of small strain range, 4 pct strain, in order to obtain the yield and initial flow piopertiesi As soon as the first part of the test was finished, the specimen was placed in an Instron testing machine equipped with a strain gage extensometer with a maximum strain range of 50 pct. The load-strain curve to fracture was

Jan 1, 1969

By W. A. Boyer

MINE hoisting ropes can be loaded to capacity only when the strength of each component is exactly known. Characteristic curves provide this information. When load and rate of acceleration are specified for an individual rope, the characteristic curve assumes a predetermined shape. The factor of safety, is the value drived by dividing the breaking strength of the rope by the total stress on the rope where it goes over the sheave wheel. Total stress is made up of the weight of skip and cage, weight of ore, weight of rope between sheave and rope clevise or attachment, friction load, and acceleration force. Bending stresses are neglected in this discussion, as sheaves and drum di- ameters are assumed to be large enough to reduce these stresses to a negligible value. Fig. 1 gives a family of characteristic curves for 13/8-in. improved plow steel hoisting ropes of 6 x 19 or 6x21 construction with hemp core. The curves will hold for all rope sizes of this specified quality when they are subjected to an acceleration rate of 1.608 ft per sec2. As acceleration rates of most deep shaft hoists are close to this value, this family of curves is presented as a standard. Deviation is slight for other rope sizes. Note that for 0, which is the most important, the deviation is within the width of the line on the graph. In a comparison of values for ropes of 5/8-in. and 21/4-in. diam the deviation ranges from a maximum 1.2 pct at 0 ft to 0.6 of 1 pct at 5000 ft. The value of 5.55 is the same for all ropes at 2500 ft. The tabulated columns to the left of the curves are values of total connected load for each size of rope from 5/8-in. to 21/4-in. diam inclusive. With each of these connected loads the safety factor characteristic curve for the rope will be as indicated.

Jan 1, 1957

By F. H. Wilson, M. L. Kronberg

The low temperature recrystalliza-tion of very heavily rolled copper produces a fine grained structure with a high degree of preferred orientation. Additional heating to within a few hundred degrees of the melting point may induce an abrupt and pronounced increase in the grain size, with the resulting crystals having new orientations. This behavior at high temperatures is commonly termed "secondary recrystallization." Several investigations have dealt with the phenomenon arid have served to bare many features of the beha~ior.1-4 In general,observations have been made on the sizes and shapes of the grains, and data have been presented showing the existence of an induction period in isothermal experiments. Although it has been well established that the orientation before the change is statistically (100) 10011, the so-called "cubically aligned" texture, there is no such agreement on the orientation after the change. For example, Dahl and Pawlek1 describe it as being equivalent to an approximately 30" rotation about the [l00] axis of the ideal cubic texture which is parallel to the rolling direction, the resulting orientation being near (210)[001]; and Cook and Richards2 find an orientation of approximately (110)[L12]. Since the completion of most of the work to be reported in this paper, Rowles and Boas3 have published their ver] illuminating paper on "secondary recrystallization," in which they present convincing evidence for a third orientation and show that their esperiments give no evidence for either of the other two orientations. The orientation is described as equivalent to an approximately 30° rotation about a [ 111] pole of the ideal cubic orientation. The existence of a variety of reported orientations is not unique for copper, for a similar state of affairs exists for other systems that have been studied— aluminum, nickel, nickel-iron alloys, and others. It seems therefore that the existence of this variety does not necessarily constitute a contradiction, but rather indicates that different experimental conditions yield different results. The fundamental nature of the phenomenon has not been elucidated. However, it has been generally recognized that the large grains could be the end product of growth of a few select grains already existing in the sample in minor amounts—too small to allow detection—or that entirely new ones could be formed by a process of nu-cleation and growth. Existing experimental evidence does not distinguish between these two most apparent possibilities. Nevertheless, the former has been more generally favored largely because our current understanding of the state of an annealed metal has not made it seem reasonable to expect a nucleation event to occur at temperatures above those required for the primary recrystallization. Observations on the Preparation and Heating of Twin-bearing Cubically Aligned Copper The starting material used throughout. the investigation was a bar of OFHC copper, forged and annealed at 950°C. Visual inspection showed the grain size to be around 0.5 mm, and did not disclose any preferred orientation. A chemical analysis showed the following composition: Cu + Ag— 99.99 Pct S — 0.005 pct 0 — <0.005 pct For the preparation of cubically aligned copper, ¾ in. thick slabs were cut from the bar, heavily pickled in concentrated HNO3 and cold rolled to sheets about 0.012 in. thick. The reduction in thickness was approximately 98.5 pct. Standardized annealing techniques were followed. Samples to be heated were lightly dusted with alumina in order to prevent sticking and then sandwiched between 1/16 in. copper plates. The resulting sandwich was heavily wrapped with copper sheet, and then annealed in air. The protection was such that only very thin films of oxide were formed. That the associated light oxidation of the samples had no specific effect on the recrystallization behavior was shown by the similar results that could be obtained on annealing in highly purified and dried hydrogen. Two methods were used in bringing samples to temperature: (1) by placing the package directly in the furnace at temperature and (2) by placing the package in the furnace at room temperature, and then slowly increasing the temperature. The corresponding heating rates are illustrated in Fig 1, and will be referred to as "rapid" and "slow," respectively. Unless specified otherwise, all anneals will be of the former type. Metallographic examination was made on samples prepared by electrolytic polishing and etching as described in the Metals Handhook.* STRUCTURES FOUND BEFORE "SECONDARY RECRYSTALLIZATION" OCCURS Annealing the rolled material for 1 hr at 400°C produced a heavily twinned, cubically aligned structure, the grain size being of the order of 0.03

Jan 1, 1950

By Joseph P. Kittredge

At the time this matter first came up in 1912, the National Malleable and Steel Castings Co. had seven basic-bottom open-hearth furnaces in its plant at Sharon, Fa., using fuel oil, then costing about 2½¢ per gallon. The fuel was satisfactory but its cost fluctuated widely, therefore the use of pulverized coal, which had been successful in the cement industry and in some metallurgical furnaces, was suggested. After a thorough investigation, and an actual trial on one of the open-hearth furnaces, to be certain that the siliceous ash in the coal would not seriously affect the basic slags, the management of this company approved its adoption and a complete installation was started. The conclusion had been reached that the success of the operation depended on pulverizing the coal to greater fineness than had thus far been accomplished, and all equipment was chosen with this in mind. A coal drier was deemed essential, and one of ample capacity and efficiency was selected, which has done all that was expected of it, working without failure and with very small maintenance cost, and is still in operation. Pulverizers The company demanded a pulverization of at least 90 per cent through a 240-mesh screen, with consistent results, and a machine was chosen that was grinding other materials than coal to the fineness desired. The control of fineness was obtained through a vacuum separator, and was governed by the size of the separator and the number and construction of the valves necessary to expand and direct the air current. These valves can be set to obtain any degree of fineness desired, and the result is consistent. Two machines were installed, each capable of producing 2½ tons per hour, 95 per cent through 240 mesh. These machines have done everything expected of them, have run continuously, and are still in operation. An examination of some of our pulverized coal by elutriation and microscopic measurement disclosed that a 1-lb. lump of bituminous coal,

Jan 1, 1940

By Joseph P. Kittredge

At the time this matter first came up in 1912, the National Malleable and Steel Castings Co. had seven basic-bottom open-hearth furnaces in its plant at Sharon, Fa., using fuel oil, then costing about 2½¢ per gallon. The fuel was satisfactory but its cost fluctuated widely, therefore the use of pulverized coal, which had been successful in the cement industry and in some metallurgical furnaces, was suggested. After a thorough investigation, and an actual trial on one of the open-hearth furnaces, to be certain that the siliceous ash in the coal would not seriously affect the basic slags, the management of this company approved its adoption and a complete installation was started. The conclusion had been reached that the success of the operation depended on pulverizing the coal to greater fineness than had thus far been accomplished, and all equipment was chosen with this in mind. A coal drier was deemed essential, and one of ample capacity and efficiency was selected, which has done all that was expected of it, working without failure and with very small maintenance cost, and is still in operation. Pulverizers The company demanded a pulverization of at least 90 per cent through a 240-mesh screen, with consistent results, and a machine was chosen that was grinding other materials than coal to the fineness desired. The control of fineness was obtained through a vacuum separator, and was governed by the size of the separator and the number and construction of the valves necessary to expand and direct the air current. These valves can be set to obtain any degree of fineness desired, and the result is consistent. Two machines were installed, each capable of producing 2½ tons per hour, 95 per cent through 240 mesh. These machines have done everything expected of them, have run continuously, and are still in operation. An examination of some of our pulverized coal by elutriation and microscopic measurement disclosed that a 1-lb. lump of bituminous coal,

Jan 1, 1940

By Jack White

This paper gives details of the results of careful testing carried out on two types of ball mills, conical trunnion overflow and cylindrical grate discharge, on identical ore. The object of the test work was to determine which ball mill was the most economical to install for future extensions to the Mufulira concentrator.

Jan 1, 1950

(Members are, urged to send in for this column any notes of interest concerning themselves or their fellow-members.) Members and guests who registered at Institute headquarters during the period April 10 to May 10; I. N. Knapp, Ardmore, Pa. E. P. Mathewson, Anaconda, Mont. Herbert B. Cox, New York, N. Y. H. B. Barling, New York, N. Y. A. McLintock, Brooklyn, N. Y. M. M. Thompson, Morsemere, N. J. Heinrich Ries, Ithaca, N. Y. Howland Bancroft, Denver, Colo. R. M. Catlin, Franklin Furnace, N. J. John H. Adams, Birmingham, Ala. Percy E. Barbour, Candor, N. C. Henry D. Boddington, London, England. A. D. R. Galloway, Qruro, Bolivia. William J. Cox, Denver, Colo. M. K. Rodgers, Westgate, Cal. W. J. Morrison, Toronto, Canada. W. J. Richards has been elected President of the Reading. Coal & Iron Co., succeeding the late George F. Baer.

Jan 6, 1914

By Kenneth E. Skiff

INTRODUCTION United Nuclear Corporation and Homestake Mining Company are partners in a major uranium mining and milling venture near Grants, New Mexico. The partnership was formerly called Homestake-Sapin Partners and was recently renamed United Nuclear-Homestake Partners (UN-HP). The mill, originally built in 1958, had a capacity of 1,650 tons per day. With subsequent improvements and the addition of the adjacent Homestake - New Mexico Partners mill, the UN-HP mill is currently rated at about 3,500 tons per day. An alkaline type leach process is utilized by the mill. Milling consists of five basic steps: A. Ore handling and preparation B. Extraction C. Solid-liquid separation D. Precipitation and purification E. Product preparation MILLING Ore Handling and Preparation The primary source of ore for the UN-HP mill is from its four

Jan 1, 1983

By John W. Straton

The President of the United States signed Public Law 91-173 on December 30, 1969 and the Federal Coal Mine Health and Safety Act of 1969 became law. The Bureau of Mines was required to promulgate regulations to implement the law. Unfortunately, some stipulations of the Act were not technologically possible. The USBM employed many new inspectors and had to instruct both old and new personnel in the requirements of the law. Mine operators and mine workers also had to be informed. There was a fair measure of inconsistency during this period. Progress is being made, however, and it is becoming easier for mining personnel to know what needs to be done. There are some unresolved questions, however, and there still appears to be an appreciable lack of uniformity in the application of the law by the many federal inspectors.

Jan 10, 1972

By H. J. Maguire

Those familiar with mill-practice understand the work required of an average bucket-elevator, but I wish to call special attention to the wear on the buckets. I have been studying in what manner the life and service of the bucket might be improved, and I feel that an adjustable lip, attachable to each bucket without the aid of rivets, will be of material advantage. For illustration, consider the feed-elevator of a typical mill in the Cæur d&apos;Alene district. The ore is carried by water in a launder from the feed-rolls and dumped in the " boot" of the elevator, directly in front of the ascending bucket. Middlings from the return-rolls are similarly handled. Under this condition the bucket not only carries the ore, but also picks it up, and this latter requirement determines the life and service of the bucket. It might be said that it would be better practice to convey the feed to the elevator and dump it directly into the bucket, but at one mill at which this plan mas tried the results were disappointing and the rubber belt was badly worn. The wear of the bucket is confined to the lip and the corners which have to pick up the material. When the lip on a corner of a &apos;7- by 12-in. malleable cast-iron bucket is worn down about 3 in., the bucket is of no further value as a carrier and has to be replaced. The worn bucket, containing about three-quarters by weight of the metal of the original bucket, has a scrap value of about 10 per cent. of that of a new bucket. To the cost of the bucket, however, should be added the time-

Jan 1, 1913

By Walter Miller

Petroleum refining, like other industries in the United States in 1940, focused much attention on its duties and opportunities in the field of national defense. In crdiiter-distinction to the situation during the World War, the industry is well constituted as to existing equipment, processes, and capacity, together with planned additions, to handle any demands that may be made upon it by the defense program needs. Evident throughout was the growing sense of ability to manipulate oil molecules for the production of materials not hitherto considered as being available commercially from petroleum. The development and application of catalytically induced reactions on a broad front is one of the distinguishing characteristics of refining progress during the year. In the hands of the refiner, catalysis has developed into a most important means to secure higher antiknock motor fuels and 100-octane fighting grade aviation gasoline in greatly increased quantity. One illustration of the importance being assigned to catalytic refining is the construction by the Houdry group of an experimental laboratory at a cost of $7&apos;307&apos;30&apos;3, to be staffed with over 100 research men7 solely for the purpose of studying catalytic reactions. In the aviation gasoline picture a modification of specifications by the Government widened the field from which acceptable fuel can be secured, and the continued expansion of the alkylation process in itself promises to go far in filling the demands expected from 50,000 fighting planes. It is conservatively estimated that eyen now the industry can turn out 1,300,000 gal. of 100-octane aviation gasoline daily. The upper limits of octane numbers for regular grades of motor gasoline reached in 1939 were not exceeded, but the average octane number approached the upper level more closely. A survey made of the 1940-model cars showed no rise in average octane requirement of the engines. The trend throughout the year was for greater reliance on the A.S.T.M. method for octane determination. The "1939 Research Method" is less widely used, although still considerably in evidence; the older L-3 method seems to have lost considerable ground and to be on the way out. Re-forming Capacities Increased Interest continued to grow apace in re-forming low-octane naphthas into high-octane gasolines. Some additions, although not great, were announced in thermal re-forming capacity. Interest in catalytic re-forming was greatly stimulated by the technical success of the operation of the converted hydrogenation unit at the Bay-way, N. J., rehery of the Standard Oil Company of New Jersey, mentioned in last year&apos;s review, and also by the knowledge that recoverable proportions of toluene are present in the hydroformed (catalytically

Jan 1, 1941

By Walter Miller

Petroleum refining, like other industries in the United States in 1940, focused much attention on its duties and opportunities in the field of national defense. In crdiiter-distinction to the situation during the World War, the industry is well constituted as to existing equipment, processes, and capacity, together with planned additions, to handle any demands that may be made upon it by the defense program needs. Evident throughout was the growing sense of ability to manipulate oil molecules for the production of materials not hitherto considered as being available commercially from petroleum. The development and application of catalytically induced reactions on a broad front is one of the distinguishing characteristics of refining progress during the year. In the hands of the refiner, catalysis has developed into a most important means to secure higher antiknock motor fuels and 100-octane fighting grade aviation gasoline in greatly increased quantity. One illustration of the importance being assigned to catalytic refining is the construction by the Houdry group of an experimental laboratory at a cost of $7&apos;307&apos;30&apos;3, to be staffed with over 100 research men7 solely for the purpose of studying catalytic reactions. In the aviation gasoline picture a modification of specifications by the Government widened the field from which acceptable fuel can be secured, and the continued expansion of the alkylation process in itself promises to go far in filling the demands expected from 50,000 fighting planes. It is conservatively estimated that eyen now the industry can turn out 1,300,000 gal. of 100-octane aviation gasoline daily. The upper limits of octane numbers for regular grades of motor gasoline reached in 1939 were not exceeded, but the average octane number approached the upper level more closely. A survey made of the 1940-model cars showed no rise in average octane requirement of the engines. The trend throughout the year was for greater reliance on the A.S.T.M. method for octane determination. The "1939 Research Method" is less widely used, although still considerably in evidence; the older L-3 method seems to have lost considerable ground and to be on the way out. Re-forming Capacities Increased Interest continued to grow apace in re-forming low-octane naphthas into high-octane gasolines. Some additions, although not great, were announced in thermal re-forming capacity. Interest in catalytic re-forming was greatly stimulated by the technical success of the operation of the converted hydrogenation unit at the Bay-way, N. J., rehery of the Standard Oil Company of New Jersey, mentioned in last year&apos;s review, and also by the knowledge that recoverable proportions of toluene are present in the hydroformed (catalytically

Jan 1, 1941

By D. M. Buck

greatly restricted and every effort is being made to do away with it where possible, and to substitute a lead-base babbitt or a babbitt with 50 per cent,. tin. The amount of solder having the composition 50 lead, 50 tin, used by the Pennsylvania Lines East, during 1917, was approximately 100,000 lb., but there is reason to believe that a large portion of this can be replaced by a 60-lead, 40-tin solder with satisfactory results, and instructions have been issued to this effect. Inregard to the quantity of new tin used, it is not possible to give the amount, except approximately and from calculations based on the 1917 consumption of bearing metals by the Pennsylvania Lines East only, it is estimated that about 770,000 Ib. of new tin were required in a total of about 21,380,000 lb. of all kinds of bearing metals turned out by the foundry or purchased in the market. No change has been made in the specifications for bearing metals for some years, as the metals used have been satisfactory. A large proportion of the bearing metals are made up from old material re-melted and brought to standard composition by some addition of new metal, and every effort is being made to utilize old material to the best advantage and reduce the amount of new metal of all kinds purchased. For a number of years no tin has been used in the lining metal of either passenger or freight car journal-bearings, except such small amounts as come in from re-melting old linings. No change has been made in phosphor bronze used for rod bushings, as we should expect some trouble from bushings pounding out of shape if a phosphor bronze were used which contained less tin or more lead than the present specifications call for. In this, as well as in the case of all other bearing metals, we expect to use our utmost endeavors to economize and to substitute for tin wherever possible. The Tin-plate Industry D. M. Buck,* Pittsburg, Pa.—During the first 5 months of 1918, approximately 11,000,000 Ib. per month of pig tin were consumed in the United States. Solder, bearing metals, bronzes, etc, used about 5,500,000 lb.; collapsible tubes a little more than 250,000 lb.; tin-foil about 500,000 lb.; and the tin- and terne-plate industry somewhat less than 5,000,000 Ib. In an effort to reduce this consumption and thus conserve our tin supplies, several methods of procedure suggest themselves: 1. Salvage. The most careful and systematic collection and re-use of tin and tin-bearing materials is economically important, in that we thus

Jan 1, 1919

By V 7. 0 / 300 dpi

THE cams at present universally used in stamp mills lift the tappets with an involute form of curve, to which the surface of the tappet is always tangent; moreover, the line of contact between tappet and cam, if produced, would pass through the center of the stem. This is no doubt a desirable feature, but the writer has long believed that it would be much more desirable if the cam were to pick up the stamp without shock, and gradually increase the upward velocity of the stamp throughout its upward movement. The involute form of cam attempts to impart instantly a considerable upward velocity to the stamp, starting it from a state of rest, and the result is a destructive blow, a great deal of noise, and much wear and vibration. The writer has developed a form of cam which will lift the stamp with a motion similar to that of the piston of an engine between the end and middle of its stroke; in other words, harmonic motion, from the point. of zero to maximum velocity. The curve will give this ideal motion only when the stamp is set for the exact drop for which the cam was designed, but the improved cam will not be as bad as the involute cam until the drop is reduced one-half. In other words, if a cam is designed for a 6-in. drop, it will be some improvement over the usual form of cam until the drop is only 3 in. Any cam, whatever its form, must of course lift the stamp in the same number of degrees of revolution; therefore, with this new form, since the stamp starts more slowly on its upward course, it must end up by going faster, the average speed being the same as with the involute cam. The stamp, after it is no longer in contact with the cam, keeps on going up a certain distance, which is easily calculated. It is therefore possible to hang up a stamp without a cam stick, if the fingers are not more than 1/8 in. longer than necessary to hold the tappet above the cam.

Jan 12, 1914

By J. Blodget Britton

To the question, "Do the Pennsylvania anthracites contain phosphorus ?" asked at the last meeting of the Institute during the discussion on the metallurgical value of Western lignites, I can now give a definite answer. Through the kindness of a gentleman connected with the Philadelphia and Reading Railroad, and another connected with one of the principal ironworks on the Lehigh, there was sent to the Iron-masters&apos; Laboratory a number of samples of the coals now largely shipped from the Schuylkill and Lehigh regions. Seventeen of these I examined for their contents of ash and phosphorus, and obtained results as follows

Jan 1, 1873