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By WILLIAM COUPER

THE completion of the excavation of the tunnels through Bergen Hill for the extension of the Pennsylvania Railroad into New York City, together with the fact that the excavation for the rest of the tunnel-line has been practically completed for some time past, arouses sufficient interest to justify a description of the engineering- and contracting-work, and the organization by which it has been accomplished. The finishing of the excavation is a long step towards the completion of the entire tunnel-project. It will be interesting to the members of the Institute, who last spring were taken through a great part of this work, to know that by the excavation now completed it is possible to walk by tunnel from a, point near Sunnyside yard, Long Island, east of the 34th Street ferry, to the central passenger station site in the City of New York, and thence by tunnel to the Hackensack meadows, and by an embankment constructed across these meadows to Newark, N. J. This New York tunnel extension is being constructed as a part of the Pennsylvania Railroad system by the Pennsylvania Tunnel & Terminal R. R. Co., a corporation of the States of New Jersey and New York. It extends from a point near Newark, N. J., to the Sunnyside yard, Long Island, as indicated on the accompanying plan.

Jan 7, 1908

By AIME AIME

THE 131st meeting of the American Institute of Mining and Metallurgical Engineers was held in New York on Feb. 16 to 20, 1925, with the largest registration of any previous meeting, the total being 1320 compared to 1276 in 1924. The technical sessions were more largely attended and aroused more discussion than ever before. There were joint meetings with the Mining Section of the National Safety Council, under the auspices of the Industrial Relations Committee of the Institute and two very important lectures, the Howe Memorial Lecture, under the auspices of the Iron and Steel Committee, and the lecture by Dr. Carl Benedicks, of Sweden, on Corrosion, under the auspices of the Institute of Metals Division. The Petroleum Division conducted its annual Symposium on Oil which will be published later in book form. At the annual business meeting on Feb. 17, the following ticket was elected, and the reports of the President, Treasurer, and Secretary 'were presented:

Jan 1, 1925

The First Conference of the Powder Metallurgy Committee convened in the East Foyer of the Hotel Waldorf-Astoria, New York City, at 9:45 a.m., on Feb. 21, 1944, Mr. John Wulff, General Chairman, presiding. THE CHAIRMAN.-In behalf of the American Institute of Mining and Metallurgical Engineers I welcome all members and guests to this conference on Powder Metallurgy. We hope that this meeting will give expert and novice in the field a chance for discussion. Unfortunately, the subject has been overemphasized by some, and, of late, severely criticized by others. We have here today powder producers, fabricators, and engineers of different viewpoints, who can make the meeting a success. Such success depends not only on the caliber of the papers presented but more so on the discussion. To give you time for a free exchange of views, the papers have been shortened purposely. With the hope that you will all benefit by this conference, I shall turn the meeting over to the Chairmen of the morning session, Mr. Roland P. Koehring, of Moraine Products Division of General Motors, and Dr. R. K. Waring, of the New Jersey Zinc Company. SESSION ON DESIGN FACTORS IN POWDER METALLURGY R. P. Koehring and R. K. Waring presiding The opening paper of the session was presented by Mr. Fred P. Peters, as follows:

Jan 1, 1945

By Enrique Touceda

For a number of years prior to the world war, the firm of Geo. H. Thacher & Co., of Albany, N. Y., was engaged in the manufacture of marine and other gray-iron castings. At the outbreak of the war the firm decided to specialize in the manufacture of propeller wheels. It attacked the problem, therefore, from a foundry point of view, seeking to produce a casting that would be so accurate that no subsequent machining would be required on the blades, also from the point of view of the ship builder. There were two general methods of manufacture, the shortcomings of which have been freely acknowledged. In the sweep method, the nowel, or bottom half-mold, for each blade is swept up by a spindle beam and pitch race, while the top half-mold for each blade is built up individually. In the pattern method one individual blade, with the hub or hub portion, is mounted on a spindle and the individual blade mold formed, the pattern is then rotated on the spindle to the position for the next blade, etc. In rare cases wheels were made from a solid pattern. Owing to the cost of the pattern, its failure in many instances to be correctly made, and (when made of wood) its early and sure distortion the disadvantage of this pratctice is obvious, while metal patterns in most instances were prohibitive in cost. In these methods both green-sand and loam molding was practiced. The casting produced by either method can be considered only as a blank from which the propeller must be machined. The back surface of each blade must be chipped to the templet and through this procedure chipped to such accuracy as will be required for a static balance. Inasmuch as the work done by the machine tool is confined to the driving face of the blades, not only is perfection most difficult, but corrosion will be greater because of the removal of the dense skin of the casting and the local strains set up by the pneumatic tool in chipping. To produce a finished 9-ft. propeller for a Navy destroyer required from 8 to 21 days of foundry work and about the same length of time for the machining. Through the use of the Thacher process, only as many hours are required, besides it is possible to produce a finished casting in perfect conformity with any particular propeller-wheel design.

Jan 1, 1922

By Enrique Touceda

For a number of years prior to the world war, the firm of Geo. H. Thacher & Co., of Albany, N. Y., was engaged in the manufacture of marine and other gray-iron castings. At the outbreak of the war the firm decided to specialize in the manufacture of propeller wheels. It attacked the problem, therefore, from a foundry point of view, seeking to produce a casting that would be so accurate that no subsequent machining would be required on the blades, also from the point of view of the ship builder. There were two general methods of manufacture, the shortcomings of which have been freely acknowledged. In the sweep method, the nowel, or bottom half-mold, for each blade is swept up by a spindle beam and pitch race, while the top half-mold for each blade is built up individually. In the pattern method one individual blade, with the hub or hub portion, is mounted on a spindle and the individual blade mold formed, the pattern is then rotated on the spindle to the position for the next blade, etc. In rare cases wheels were made from a solid pattern. Owing to the cost of the pattern, its failure in many instances to be correctly made, and (when made of wood) its early and sure distortion the disadvantage of this pratctice is obvious, while metal patterns in most instances were prohibitive in cost. In these methods both green-sand and loam molding was practiced. The casting produced by either method can be considered only as a blank from which the propeller must be machined. The back surface of each blade must be chipped to the templet and through this procedure chipped to such accuracy as will be required for a static balance. Inasmuch as the work done by the machine tool is confined to the driving face of the blades, not only is perfection most difficult, but corrosion will be greater because of the removal of the dense skin of the casting and the local strains set up by the pneumatic tool in chipping. To produce a finished 9-ft. propeller for a Navy destroyer required from 8 to 21 days of foundry work and about the same length of time for the machining. Through the use of the Thacher process, only as many hours are required, besides it is possible to produce a finished casting in perfect conformity with any particular propeller-wheel design.

Jan 1, 1922

Jan 1, 1923

Jan 1, 1923

By H. H. Campbell

The following paper deals almost exclusively with the results of practice at the works of the Pennsylvania Steel Company at Steelton, Pa. From the records of the furnaces at this plant, both acid and basic, large and small, are drawn the data for the various demon strations, and on a long and intimate experience with their opera tions are founded many theories and generalizations. It may seem that universal laws should not be built upon a basis so restricted ; but in reality the condition is the strongest guarantee of validity. Each table investigates some- certain variable, and by virtue of the common origin of the factors, we have good ground for assuming the corresponding agents to be equal. The examples may or may not be instances of good practice, and may be open to criticism if regarded solely as exponents of • metallurgical success. But it must be remembered that the lists are not made up of selected specimens, nor are they chosen to show su perior results; they are gathered to investigate, by strict scientific methods, the formula? of the operation. In such work no untoward results should be eliminated, save those which bear upon their face the stamp of experimental error. If the worst members be omitted, then the best must also be omitted. Only by using every available case can an honest attempt be made to deduce a true average. It is recog nized, however, that with the most careful selection it is difficult, if not impossible, to collect data representing universal conditions. In each table the records tell of a special practice, and all conclusions drawn from them are true only within the limits between which the equations have been integrated. Not assuming the prerogative of speaking for American melters in all the opinions herein expressed, nor acting as a camera in por traying an ephemeral state of national metallurgical development,

Jan 1, 1894

FEB. 17-The past month found the average citizen backed off just a little more into his blind corner staring glassily at hydrogen bombs, unbalanced budgets, John L. Lewis, more inflation, a rising wave of strikes, the country's only active battleship on a mudbank, a famous scientist in gaol as a traitor, a favorite actress on a Roman holiday, and rising mountains of potatoes, butter and eggs begging for destruction. About the only bright spot has been industrial activity and employment, but even these are menaced by the coal shortage. Most industries have orders on hand or in prospect to warrant high operations for some time to come. The trend of the Reserve Board's production index is upward except as strikes may interfere. There has been heavy buying at the seasonal merchandise shows, particularly in furniture and house-hold goods. The demand for goods of this kind illustrates greater confidence in the Spring outlook than was generally felt a year ago. Further, the demand also reflects improved market positions due to curtailment of output and reduction of inventories in 1949 and sustained consumer buying power. It demonstrates the strong support that is given directly to many businesses, and indirectly to all, by the phenomenal construction activity that is now under way. The Commerce Department places the number of new dwelling units started in 1949 at the new all-time high of 1,019,000.

Jan 3, 1950

By WM. HUFF WAGNER

Computations and allowances for mine depletion for Federal income tax purposes depend upon the meaning of certain terms in the pertinent provisions of section 114(b) 4 of the Internal Revenue Code. Unfortunately, but one of these terms is defined in the Code. Congress left it to the Commissioner to define the other terms in the Regulations. Even though the Commissioner, through his staff, labored long and earnestly to draft these definitions they have not been satisfactory to the mining industry, because the definitions in the Regulations and the interpretation placed thereon by the Commissioner do not state what the industry believes to be the clear and obvious intent of Congress. Consequently serious and prolonged disputes, unduly delaying the settlement of Federal tax returns involving percentage depletion deductions are continually arising between taxpayers and the Commissioner.

Jan 1, 1949

By James O. Elton

This paper covers, besides laboratory work, a study of actual operation at the Washoe Smelter over a considerable period of time, together with the results of a visit to the Midvale plant of the United States Smelting & Refining Co., near Salt Lake. For the latter privilege, as well as permission to publish the resulting data herein given, I am indebted to George W. Heintz, General Manager of the Midvale plant, and here take pleasure in expressing my appreciation for the many courtesies extended to me by Mr. Heintz and members of the technical staff at the smelter. Almost all of the world's supply of arsenic is recovered as a byproduct in the smelting of other metals. It is seen 'on the market in various forms, the most common being arsenic trioxide, the " white arsenic " of commerce, which is sold as a heavy white powder, or in white, glassy, translucent masses. The trioxide is used in the manufacture of pigment, glass, and insecticides. About 50 per cent. of the domestic consumption is supplied by imports. Statistics of Arsenic Trioxide in United States.' Production. Consumption. Price Per Pound. Year. Tons. Tons. Cents. 1907..........1.010 5.471 5 1908,.........1,302 6,098 33/4 1909,.........1,007 4,600 2 7/8 1910,.........1,526 5,428 2 1/2 1911,.........3,081 6,539 2 1912,2........ 2,926 Closed at 4 7/8 Arsenic occurs in combitlation with sulphur and the metals in a large number of minerals. It is present in small amounts in many ores. In the roasting and smelting furnaces many of its compounds break down, liberating arsenic trioxide, which is volatilized and carried by the gases into the flue system, where a part is condensed and settles with the flue dust.

Jan 1, 1914

By AIME AIME

PLANS are now well advanced for the joint meeting of the Institute and over a dozen other engineering societies in Chicago during the week beginning June 26: Engineers' Week at A Century of Progress. All engineers planning to visit the Fair will find it to their advantage to be present at this time so far as the Chicago attractions are concerned, and Eastern members will also have the advantage of special transportation arrangements on June 24 and 25. The tentative program is given at the bottom of the next page. Monday morning, June 26, will be reserved for registration of members and guests and the Woman's Auxiliary at the Stevens Hotel, where special rooms will be provided. A luncheon will also be served there, and in the afternoon, a technical session on nonmetallics. Instead of having the big family dinner that evening at the Stevens, as at first proposed, the local committee has planned to have it at the Fair Grounds, where special facilities have been arranged. A meeting of the Board of Directors and a few invited guests will precede the dinner. All members and guests are likely to be interested in visiting the Museum of Science and Industry, so that will be the sole event on the program for Tuesday morning, June 27. The big attraction there at present is the model coal mine, the first operative coal mine ever built for exhibit purposes. It is based on the Deutsches Museum mine at Munich, but goes far beyond that in realism, and takes the visitor on an extended tour underground. It shows him in half an hour more types of modern mining machinery and coal geology than he would be likely to see in a week's underground study in the coal fields. The Institute members will be the first group to go through this mine.

Jan 1, 1933

By F. L. Sizer

SOME old-time views which have recently come into my possession have inspired me to record that part of the early history of Leadville, Color- ado, with which I am familiar, the years 1878 to 1882, in the hope that others will add to what is here mentioned. My first appearance in Leadville was in June, 1878, immediately after graduation from the University of Michigan, and I found a congenial and lively crowd of young men, already there. The old log hotel, at the corner of Pine and State streets, housed some distinguished guests in the summer and fall of 1878. It was my good fortune there to make the acquaintance of James B. Grant, afterwards Governor of Colorado, in July of that year, when we were both glad of the accommodation afforded by cots in the second floor loft of the hostelry presided over by Herman Hibschle. Grant was then building his smelter and our associates were Eddy and James, August R. Meyer, and Berdell and Witherell. The Grand Hotel-Harris and Walsh, pro- prietors-was the first-class hotel of the place; but in a very few months there were many competitors.

Jan 1, 1924

By L. L. Swift

AT the present time there are four base metals being used for automo-tive bearing alloys. Of course there are numerous variations in the amounts of alloying elements added to each base metal and nearly all of these alloys have the conventional, if not classical duplex structure; that is, they are composed of a hard constituent embedded in a soft matrix. The well-known theory is that the former will wear well, while the latter will be plastic enough to allow the bearing to be broken in and conform to the contours of the shaft. The requirements of the modern bearing have been most aptly described by W. M. Corse: In order to meet the engineering demands of today a good bearing metal must be able to carry the weight of the shaft and stand up under steady or suddenly applied loads, or even blows in some types of service. A certain amount of plasticity is desired to compensate for minute irregularities in the shaft or bearing surface, and to permit yielding, thereby avoiding dangerous stresses in bearing and shaft and pre-venting overheating and rapid wear of parts. Less plasticity is required in a bearing metal if the surfaces of bearings and journals are machined accurately, aligned, and kept in alignment. It is desirable, of course, that a bearing metal have a low coeffi-cient of friction. Under most operating conditions the friction depends on the unit pressure of the bearing, the speed, the temperature, and the properties of the lubricant. A good bearing metal must have a low rate of wear to reduce the necessity for frequent replacements, and adjustment of the bearings. It must wear more rapidly, however, than the journal or shaft running on it, because replacement of the journal or shaft is more difficult and costly than replacement of the bearing.1 The hardness of the bearing alloy is a property closely related to several of the foregoing. With a duplex microstructure, the measure-ment of hardness with any of the usual commercial devices means little. The Bierbaum method of measuring the hardness of the individual constituents was developed to fill this need.

Jan 1, 1938

SME Membership Directory Listings of record March 31, 1072 SOCIETY OF MINING ENGINEERS OF AIME

Jan 7, 1972

Aamot, Olav Crone, (M'29) Chem. Engr., Elektro¬kemisk, Raadhusgt, 23; Oslo, Norway. Abadilla. Quirico A., (M'33) Min. Engr., Dir., Bureau of Mines, Manila, P. I. Abbott, Agatin T., ( J'40) Asst. Geol., Trench Mine, Patagonia, Ariz. Abbott, Clarence E., (M'04) Civil Engr., V.P., Tennessee Coal Iron & R. R. Co.. 159'3 Brown Marx Bldg.. Birmingham, Ala. Abel, Raymond L., (M'28) Chem. Engr., Chief of Inspection Div., Pittsburgh Chem. Warfare Pro¬curement Dist., American Batik Bldg., Pitts¬burgh. Pa. Abel, Walter D., (M'32) Min. Engr.. Div. of Cor¬porations, State of Calif.. 403 California State Bldg., Los Angeles, Calif. Abele. Louis T., (M'31) 4800 Patterson Ave.. Richmond, Va. Abell, Leo M., (M'311 Research Met., Mount Mor¬gan Ltd., Mount Morgan, Queensland, Australia. Abenius, Hakan V., (M'37) c/o Falu Gruva, Falun, Sweden. Abernathy. G. E., (M '33S) Geol., Kansas State Geol. Survey. Pittsburg, Kan. Abernathy, Jack. H.. (M'40) Chief Engr., Sunray Oil Co.. Philtower B1dg., Tulsa. Okla. Ahorn, Robert H., (M'19) Asst. Met., Research Lab., U. S. Steel Corp., Lincoln Highway, Kearny, N. J. Abraham, A. W., (M'30) Petr. Engr., Richfield Oil Corp., 555 S. Flower St., Los Angeles. Calif. Abramowitz, William L., (J'40) Chem., National Oil Products Co., Harrison, N. J. Abrams, Charles Jackson, (M'36) Gen'l Supt., Climax Molybdenum Co.; Climax, Colo. Abstein, Henry T., (M'27) Yellow Pine, Idaho. Ackerman, D. E., (M'35) McKinsey & Co., 2 Wall St., New York, N. Y. Ackerman. E. Dumont, (A'3S) Petr. Geol.. Dist. Geol., Quiriquire' Dist., Standard Oil Co. of Venezuela, Caripito, Venezuela.

Jan 1, 1941

By Arthur C. Spencer

(Glen Summit Meeting, June, 1911.) THREE great deposits of iron-ore, in Camaguey and Oriente Provinces, Cuba, are well known to me through careful field-examinations executed in the years 1901 and 1907. In 1901 I visited the Cubitas iron-ore district, which lies about 12 miles distant from the city of Camaguey in a northerly direction, and the Mayari district, which includes the Sierra Nipe, lying opposite Nipe bay on the north side of Oriente Province. In 1907 I again visited the Cubitas district, and also made a sojourn of several days in the Moa district, where the extensive deposits of iron-ore were observed and studied. The observations of 1901 were made under the auspices of the then Military Governor of Cuba; Gen. Leonard Wood, and my conclusions concerning the value of these deposits were incorporated in a report.1 The examination of certain denouncements of iron-ore in the Moa district in 1907 was made in behalf of iron-masters operating in the United States, to whom I reported the existence of large amounts of easily-workable limonitic iron-ore, properly designated " brown iron-ore " in the terminology now current among iron-ore producers in the United States. In 1908 I published a paper entitled Three Deposits of Iron Ore in Cuba, outlining the occurrence and origin of the surficial ores existing in the Cubitas, Mayari, and Moa districts.2 . 1 A Geological Reconnoissance of Cuba, by C. Willard Hayes, T. Wayland Vaughan and Arthur C. Spencer, printed as a part of the report of the Military Governor of Cuba for the year 1901, vol. i. 2 Bulletin No. 390, U. S. Geological Survey, pp. 318 to 329 (1908).

Mar 1, 1911

By F. Julius Fohs

CENTRALLY located with relation to the largest iron- and steel-producing districts of the United States, the fluorspar-deposits of Kentucky possess increasing interest and importance. As typical of the numerous fluorspar-mines of Kentucky and Illinois, I have selected for description the Memphis., because it and others of its immediate group exhibit the conditions characteristic of all. I. THE MEMPHIS MINE. This mine lies 5 miles NW. of Marion, in Crittenden county, Kentucky, a station on the Chicago and Nashville division of the Illinois Central R. R. For the first mile and a half out of Marion we see only Birdsville or Middle Chester sandstones of Mississippian age. Then we cross a fault of some 350 ft. displacement, and the Ste. Genevieve oolite sets in. Beyond the fault, oolite is the predominant rock, except that the bills to the north have a capping of Cypress or lowest Chester sandstone, 80 ft. below which is an outcrop of from 6 to 10 ft. of Ste. Genevieve (Rosiclare) sandstone. Occasional sink-holes are noticed, and as the mines are approached evidence of faulting is again seen.. A line of crude head-frames and open-cut dumps, extending for more than a quarter of a mile, marks the Klondike vein. The open-cuts are from 15 to 20 ft. deep, and in most of them, from the surface down, was found the reddish gravel which is really fluorspar-some of it white or purple and crystal-clear (if the red clay is washed off), and some carrying iron and silica, and stained by waters from the decaying limestone walls. In one of these cuts, at a depth of 20 ft., white and purplish honey-combed fluorspar was found, in which the larger cavities are due to limestone and calcite leaching, and the minute ones to the leaching of zinc-blende.

Apr 1, 1909

Why should I pay $8.50 an hour for dealer repairs when my own mechanics work for $3.50?" The numbers vary, but that's the argument most contractors use to justify doing their own repairs. They don't realize it, but they're probably losing big money. For instance, it takes nearly a quarter of a million dollars in tools alone to equip a shop comparable to an average equipment dealer's facilities. A contractor must buy a lot of expensive, specialized tools he seldom uses, or else settle for the inefficiency of having repairs done by his mechanics with relatively unsophisticated tools. His building soaks up money in rent, maintenance insurance, taxes. His mechanics demand good wages. It even costs money when mechanics aren't repairing equipment. Mechanics get full wages for slack periods and cleanup time, too. This doesn't count as service manhours, but it's still part of the total repair cost. To help contractors uncover these hidden expenses and find out the true cost of owning a shop, some equipment dealers have devised a do-it-yourself "shop cost analysis form."

Jan 1, 1970

By Lucius W. Mayer

WHILE the mind of the financier does not normally run along channels similar to those of his technical adviser, engineers, because of their exactness, are ever more called upon to manage affairs where financial matters are involved. It is, true, not a relatively large number have thus far functioned in this capacity. It is also true that the essentially financial mind could not serve in a responsible engineering position; for to be a successful engineer one requires precise thinking, making due allowance for factors of safety. To be a financier seems to require less aptitude for exact thinking than of enthusiasm and confidence in capitalizing prospective possibilities. Both require imagination, the engineer being, more conscious of the limitations of natural conditions. It is to be regretted that the engineer' stands so far aloof from financial matters. Many consider them- selves successful, as did Steinmetz, as long as their reward is the consciousness that they are giving supreme service to mankind. They are 'generally happy in their work and, like our honored brothers who are teachers, gain their greatest satisfaction, not in the amount of their remuneration so much as in the service rendered society and in the excellence of results achieved. Indeed, these sentiments bespeak character and command respect.

Jan 1, 1924