Search Documents

By A. C. Rubel

WHAT does management expect of W and from an engineer? First and foremost, it expects that he should become, and therefore should fit himself in every way to be, a part of management so that he may assume as much and as many of the responsibilities of management as his ability and the opportunities of the job permit. Let me make clear at the start that the profession of pure, technical engineering offers but limited opportunities at the top levels because of the inherent organization of engineering work. The line of succession to top jobs may be likened to a cone with a broad base and an extremely sharp point. Consider any oil company, large or small, or any operating function of that company, and you will find few top engineering jobs in the organization. This is true by the nature of the work handled. There will be a few district engineers depending on the spread of operations, a chief petroleum and production engineer, perhaps a few research engineers, possibly some technical executive assistants, and that is usually all. The road to these jobs is a long one and the competition is tough. The larger the organization the greater the opportunity, but always the ratio of engineers to top engineering jobs is only a small one.

Jan 1, 1947

By E. O. Wagner, V. F. Parry

This paper summarizes investigations during 1949 on three pilot plants for drying low-rank fine cool by entrainment in hot gases. Detailed operating results on processing seven coals having moisture ranging from 24 to 62 pct, formulas and data for calculating performance of large units, and general conclusions on the problem of drying fine coal are presented.

Jan 1, 1950

By A. L. Moore

KAISER Bauxite Co., a subsidiary of Kaiser Aluminum & Chemical Corp., has been mining and shipping Jamaican bauxite for over a year. On Feb. 10, 1953 the first boat load of bauxite left Port Kaiser, Jamaica, for the company's alumina plant at Baton Rouge, La. To provide its own source of the aluminum ore, a Kaiser Aluminum & Chemical Corp. exploration party started initial reconnaissance in 1947. This work, and subsequent exploration, led to the acquisition of reserves sufficient to warrant a full-scale mining operation for several decades.

Jan 3, 1954

By H. Rees

This paper supplements and brings up to date a report prepared earlier this year and presented at the Eleventh Pan American Railway Congress in Mexico City. Most of the original report is contained in this paper in order to acquaint the reader with the project background. On December 1, 1961, construction of this locomotive was completed. Stationary testing started immediately, and a host of problems in various areas were uncovered. Many of these had no relation to the use of coal in a direct fired gas turbine. All of them emphasized the problems which plagued previous projects of this kind. In 1944 the Locomotive Development Committee of Bituminous Coal Research, Inc., was formed to study the problems of combustion, coal handling, and fly ash removal which would have to be solved before coal could be used to fire a gas turbine. By 1947 this committee was composed of the chief executive officers of nine eastern railroads and five eastern coal companies. All of the members of this committee were vitally concerned in a coal fired gas turbine because coal cost only one-fourth as much per heat unit as fuel oil. A number of research projects were started to develop and test components on a small scale. This included work at John Hopkins University, Battelle Memorial Institute, Institute of Gas Technology at Chicago, Purdue University, and Southern Research Institute. By 1946 a pilot plant had been installed at the Dunkirk, New York plant of Alco Products Div. of American Locomotive Co. The U. S. Bureau of Mines made available to the Locomotive Development Committee (hereafter called LDC) a Houdry process gas turbine plant, originally destined for a Russian oil refinery. The full scale pilot plant was used to evaluate the results obtained from the small scale studies under actual gas turbine conditions. Operation of this plant disclosed a number of problems which had not been discovered in the small scale tests. By 1951 four 250 hr tests had been conducted with the Houdry gas turbine to test out a variety of equipment. The major problem concerned the removal of abrasive fly ash from the products of combustion so that wear on turbine blades would not be excessive. The first 250 hr test showed that the original fly ash separating equipment was inadequate. Large ash particles passing through the turbine blading were nicking the leading edges of the first row blades. At the conclusion of the second 250 hr test, erosion was so severe that the first row of stator and the first row of rotor blades were replaced. At the end of the third 250 hr test, it was necessary to replace the first three rows of stator blading. The fourth test was used to test out a new design fly ash separator developed by LDC and named the Dunlab tube. This device gave more encouraging results than any of the others tested. Early enthusiasm for overcoming major difficulties had resulted in placing an order in 1946 with Allis-Chalmers Mfg. Co. for a 3750 hp regenerative gas turbine. The gas turbine, together with associated combustion and ash removal equipment, coal handling equipment, generators and gear reduction unit was installed at Dunkirk by 1951. A 750 hr test was made in 1952 with the LDC-Allis Chalmers gas turbine power plant. At the end of this test it was necessary to replace the first four rows of both rotor and stator blading. Rows 5 and 6 did not require replacement. In 1953 the American Locomotive Co. joined with LDC and assumed an active role in equipment development and manufacture. During 1954 LDC-Alco operated the rebladed gas turbine 300 hr to determine if a new fly ash separator was adequate. Performance of the improved separator was considerably better, but trouble was experienced with clogged blowdown lines from the Dunlab tubes. When these lines clogged it permitted the passage of abrasive particles. In 1955 a total of 1421 hr was run. This included 243 hr of cycle operation on Union Pacific coal from the D. O. Clark mine at Superior, Wyoming. During the 243 hr a total of 370 tons of coal was consumed. The purpose of this test was to determine if U.P. coal was suitable for use in a coal fired turbine. It was the unofficial opinion that it was as good or better than the eastern coals that had been tested.

Jan 1, 1964

Jan 1, 1967

By J. L. Perry

FOR many years, you and your fellow members of the American Institute of Mining and Metallurgical Engineers have devotedly and ably applied yourselves to the art of making iron and steel. having foremost in your minds the conservation of raw materials, suitable and efficient facilities, economical processes, and improved quality of product. For the past three strenuous years you have contributed wholeheartedly to meeting the problems of increased production. You have conducted scientific and technical investigations and research, recommended experiments. and gathered all the available and valuable information possible to gain the desired objectives. You have had many obstacles and difficulties to overcome. In the early days of your organization, there was some lack of co-operation from the industry itself-perhaps, for example, some failure to recognize the mutual advantages of free exchange of experiences and information. But regardless of any hindrances, you have made many and valuable contribution which have tended to make iron and steel manufacture leas of an art and more of a science.

Jan 1, 1944

By Lyman Taylor, Alexander R. Troiano

STUDIES of the transformation of austenite at constant subcritical temperatures have been numerous since the work of Davenport and Bain.1 Considerable information has been obtained on low-alloy steels and on high-carbon alloys containing undissolved carbide or graphite at the austenitizing temperature. Little is known of the isothermal transformation of austenite containing in solution large amounts of both carbon and a single alloying element. In this investigation four steels containing one per cent carbon and with chromium in the range 3 to 9 per cent have been examined with the view to establishing the fundamental character of the isothermal reactions when all carbon and chromium are initially in solution in austenite. EXPERIMENTAL PROCEDURE Alloys The chemical compositions of the steels investigated are given in Table I. The 4 per cent Cr alloy is a commercial steel. The other steels were made by the Carpenter Steel Co. as 50-lb., induction-furnace heats and rolled to 5/8-in. round bars. Bars were softened at 650° to 700°C. before the specimens were cut. [ ] Metallographic Method Most of the lines on the transformation diagrams presented here have been placed on the basis of the microscopic examination of partially reacted specimens. Thees specimens were approximately ½ by ¼ by 1/8 in. in size. Specimens of the 9 per cent Cr steel were held 10 to 12 hr. at 1200° to I225°C. before quenching to the various subcritical temperatures. The other steels were held for 2 to 2 ½ hr. at 1200°C. before quenching. These treatments, carried out in an atmosphere of purified nitrogen, produced an austenite grain size larger than A.S.T.M. No. I, some grains being 1 to 2 mm. in diameter. There were a few undissolved carbide particles in some specimens of the 9 per cent Cr steel. It is believed, however, that any errors in the results due to incomplete solution of carbon and chromium in austenite are negligible; that is, austenite compositions may be considered as being those listed in Table I. X-ray Methods Constituents were identified and martensite axial ratios determined from Debye

Jan 1, 1945

By Freeman Bishop

Having obviously cleared the way for fast confirmation by the Senate Interior Committee, the Administration recently named Elburt F. Osborn, vice president of Penn State University, as director of the Bureau of Mines. Interior Committee Chairman Henry M. Jackson (D of Wash.) has moved hearings on the nomination right along, forecasting that they will end in a confirmation. Dr. Osborn not only made a good impression on the Committee, he also made it amply clear that he would be the boss of his job and have right-hand aides to help straighten out conflicts stemming from recently enacted health and safety regulations for miners. Mining engineers in the field hope this clarification can come soon. They are frankly fed up with local, state, regional and national overlapping of restrictions.

Jan 1, 1970

By C. Y. Clayton

In connection with certain cooperative work carried on between the Ordnance Department of the U. S. Army, the U. S. Bureau of Mines, and the U. S. Geological Survey during the year 1918, it was the writers' privilege to make metallographic examinations of a great many test bars and other pieces of nickel-steel gun forgings. The material studied came from many different steel plants throughout the country and consisted both of forgings that had been accepted by the Ordnance Department and those that had failed to pass the specified physical tests. In general, these tests require a minimum tensile strength of 95,000 lb. (42,091 kg.)! an elastic limit of 65,000 lb. (29,483 kg.), an 18 per cent, elongation, and a 30 per cent. reduction in area. An average chemical composition of the steel studied is 0.38 per cent. carbon and 2.9 per cent. nickel. The steel was of both basic electric and basic open-hearth manufacture. The object of the metallographic work was twofold: to assist in detecting defects in the steel and, if possible, to suggest remedies for the same; and to obtain as much information as possible in regard to the relation of the microstructure of the metal to its physical properties. The grcatcr part of the investigation was devoted to defective metal that failed to pass the ordnance specifications. Many types and kinds of more or less serious defects thus came under observation, but most of these were due to the attempts by the manufacturer to meet the enormous demand for ordnance steel with more or less inadequate equipment, and were soon remedied. Two defects, the so-called "flakes" or "snowflakes" and a certain "fibrous" or "woody" fracture, were encountered so frequently and were so disastrous to the steel that the greater part of the study was devoted to them. As a result much information as to their nature and their effects upon the steel and something in regard to some of the conditions that favor their development has been obtained. The purpose of the present

Jan 1, 1920

By G. Hergert

SUMMARY Three gradients have been identified in regard to the average horizontal ground stress increase with depth. [S (0-900 m) = 9.86 MPa + 0.0371 MPa/m SHa (900-2200 m) = 33.41 MPa + 0.0111 MPa/m SHae (extreme)= 12.36 MPa + 0.0586 MPa/m] The extreme stress values are not caused by mining geometry and are of limited extent only. In some cases geological disturbances like faults and rock type boundaries suggest an explanation but in other cases the unusually high stresses cannot be explained readily. It is interesting to note that in the same locations the vertical stress components are very much higher than those derived from overburden weight and that the vertical stress gradient is similar to the gradient obtained from the extreme horizontal stress components. INTRODUCTION Ground stress determinations have been carried out in mines in Ontario and Manitoba, Canada, over more than a decade (Herget, 1980). Most of the sites are located in the Superior and Southern Tectonic Province of the Canadian Shield, which consist of Archaen and Proterozoic rocks comprising volcanics, metamorphosed sediments and granites. The youngest orogenic deformation occurred during the Grenville Orogeny (955 million years ago).

Jan 1, 1982

By C. L. HUNTZINGER

THE mine here described is in the Witbank district, a coal area of the Transvaal, about 100 miles north- east of Johannesburg. and is owned by the Witbank Colliery, Ltd. The plant has a capacity of 4000 tons per eight hours, and prepares five sizes of coal. The coal seam lies at a depth of about 200 ft. below the surface, and is reached by an inclined shaft sunk at an angle of 18° with the horizontal. Although the thickness of the coal seam varies from 10 to 14 ft. or more, only about a 7-ft. bench is mined. Mining is by the hord and pillar system. Bords are driven 18 ft. wide, with pillars measuring 18 ft. square. The mine is laid out into four sections, each sewed by a main haulage way from the shaft. Arc-wall machines are used for cutting the coal. but all loading is done by hand. Native labor is employed under the supervision of white miners, who do the required blasting. The workings are practically free from gas and water, and very little timber is needed.

Jan 1, 1931

By N. Parlee, V. C. Kashyap

The solubilities of nitrogen in liquid iron and liquid Fe-Ni, Fe-Mo, Fe-V, and Fe-Mo-V alloys were measured by the Sieverts method. Measurements were made at 1600° to 1800°C on binary alloys up to 20 pet Ni, 10 pet V, 10 pet Mo; and on ternary alloys containing 0 to 3 pet V with 0 to 5 pet Mo. The results on liquid iron confirm that Sieverts' law is obeyed in the range 50 to 750 mm pressure. The measured solubilities and their temperature coefficients are in general agreement with other modern authors. The logarithms of the activity coefficients of nitrogen in the binaries are approximately linear functions of the pet of alloying element. A method suggested by Wagner, Chipman, and others for predicting gas solubilities in complex alloys from solubility data on binaries was applied to the Fe-Mo-V alloys. Reasonably good agreement was obtained between calculated and experimental solubilities. NITROGEN'S solubility in liquid iron has been studied by a number of investigators. It is reasonably well established that the solubility of nitrogen follows Sieverts' law at least up to 1 atm partial pressure and that the solubility increases gradually with temperature. The solubility of nitrogen in Fe-X binary liquid systems has been investigated in only a few cases. Only the systems Fe-Cr,3-5, 7 Fe-V,3 Fe-Mn,3, 5 Fe-Ni,3, 5 Fe-Si,B, H Fe-C, L, H and Fe-P4 appear to have received any study. The only work on liquid Fe-V was done by Brick and Creevy.3 This was limited to 13.5 pet and 26.5 pet V, but no exact temperatures were recorded. No work whatsoever appears to have been done on liquid Fe-Mo alloys and even work on Fe-Ni alloys is rather scant. The work on liquid ternary systems is still more limited, and the only publication available appears to be that of Wentrup and Reif,7 who studied the Fe-Cr-Mn and Fe-Cr-Ni alloys. Rassbach, Saunders, and Harbrecht17 have reported work on the solubility of nitrogen in stainless steel but this was not a systematic study of any particular system. Commercial alloys usually contain several alloying elements. Thus, it often becomes important to be able to predict the nitrogen solubility in systems containing two or more added elements without the necessity of making measurements. Wagner,14 Chipman," Darken and Gurry," and Morris and Buehl 14 have suggested means by which this may be accomplished, and Langenberg14 has recently applied one of these methods to nitrogen solubility in complex liquid alloys. This paper reports the results of nitrogen solubility determinations on Fe-Ni, Fe-Mo, Fe-V, and Fe-Mo-V alloys and compares calculated and experimental solubilities in the ternary alloy. Attempted measurements on Fe-Cr alloys were not successful by the experimental method employed. Experimental Method The general method of solubility measurement was that of Sieverts.' The apparatus and procedure were essentially the same as used by Liang, Bever, and Floe."' The equipment consisted of a small vacuum furnace heated by a 6 kw induction unit, gas measuring apparatus, and a gas purification train. The crucibles used were Norton Alundum with alumina sand around them for insulation. The crucibles were charged with 100 to 200 g of material, about 180 g or nearly filling the crucible being found most satisfactory. Hot volumes were determined with argon and ranged from 95 to 130 cu cm (stp). Temperature measurements were made with a Leeds and Northrup optical pyrometer which was calibrated periodically against the melting point of iron in the same apparatus."-'* Good quality nitrogen, hydrogen, and argon gases were further purified and dried in standard purification trains. The sources of the high purity iron and other alloying elements used were as follows:

Jan 1, 1959

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

By Larry Kaufman

A useful method for estimating the entropy of NaCl type compounds has been developed by combining the Debye theory of specific heat with the Lindemann formula. This method pemnits calculation of the entropy from a knowledge of the atomic weight, atomic volume, and melting point of the compound. Comparison of the calculated and observed entropies of 35 NaCl type compounds over a wide temperature range yields good agreement thus establishing the usefulness of the method. Application of the method to other crystal types is also discussed. KUBASCHEWSKI~ has suggested a useful method of estimating the enthalpy of formation of inter-metallic compounds from a knowledge of the crystal structure, lattice parameter, and heats of sublimation of the component elements. This method is quite valuable in predicting the tendency for compound formation in a given system and is of particular value in considering systems for which no experimental data are available. In order to supplement the enthalpy calculation afforded by Kubschewski's method, it would be of value to be able to estimate the entropy of compounds so that the entropy and free energy of formation could be evaluated. Although a considerable body of such data determined by calorimetric and equilibration techniques exists at present, the difficulty of making such measurements (particularly at high temperatures) and the ever increasing number of new compounds which are of interest make the desirability of such a computational method clear. This paper deals with a method for calculating the entropy of a compound from a knowledge of the atomic weight, atomic volume, and melting point. Since these data are generally easier to determine and therefore more readily available than thermo-dynamic data, they should provide an additional tool in estimating the stability and reactivity of compounds at high temperatures. I) THE ENTROPY OF PURE METALS As a first approximation, the specific heat of a pure metal can be represented by a sum of terms where C,($/tI is the vibrational specific heat calculated on the basis of the Debye theory, lo4 TC, (0/T) is an approximation to the Cp - C, correction. T is the electronic specific heat, and Cp (p) is the magnetic specific heat. Although the Debye theory does not provide a complete description of the vibrational specific heat, i.e., the Debye temperature 0 is not a constant, it does provide a good approximation when used properly. Blackman6'7 has written several reviews on this subject discussing the different values of 0 determined by various methods (specific heat, X-rays, elastic constants, electrical resistivity, and so forth), as well as the observed temperature dependence of 0 with T. In the present case the 0 in Eq. [I] naturally refers to the specific heat 0. The variation of Debye 0 (as determined from specific heat measurements) with temperature is observed to exhibit its most radical behavior at very low temperatures. At higher temperatures the 8 values are observed to become more nearly constant. Blackman6'7 has presented the variation of 0 with temperature for several metals. His tabulation is reproduced in Table I. Reference to Table I shows that above a certain temperature level, 0 remains fairly constant. The value of 0 which is most useful in computing the specific heat, and hence the entropy, is the value of 0 in the range 0/6 « T « 0. In 1910, Lindemann' suggested a relation for estimating Debye 0 values. According to this formula, where V is the atomic volume, T is the melting point in 'K, M is the atomic weight, and CL is a constant. Mott and Jones9 present this formula and state that there is at present no satisfactory theoretical explanation, but that it does have an empirical basis. By using the valuesof 0 in Table I along with known1' values of M, T, and the molar volume VM, where the Lindemann constant can be evaluated. This

Jan 1, 1962

Jan 1, 1965

By E. J. Wasp, N. T. Cowper, R. A. Davis, W. F. McDermott

On October 26, 1967, the world's first long distance iron ore slurry line was put into service by Savage River Mines. The commissioning of this $5 million installation climaxed three years of development, testing, and construction. The mine and concentrator are located approximately 30 miles from the town of Waratah in a rugged semi-mountainous terrain. The open pit mine will produce approximately 5 million long tons a year of crude ore, which is ground in autogenous mills, separated magnetically, thickened and prepared for the pipeline. The 53-mile pipeline transports the 2,250,000 tons of concentrate north to Port Latta. The Port Latta facilities include the receiving, storage and thickening equipment for the slurry as well as filtering, balling and pelletizing equipment to produce the 2,250,000 tons of high grade iron ore pellets. Five vertical shaft furnaces are used for pelletizing.

Jan 1, 1969

By Henry M. Howe

PART I. § 1. Introduction. After giving certain definitions, this paper gives the reasons which led to Roozeboom's form of the diagram of the freezing-point curves and general equilibrium of the iron-carbon compounds, steel and cast-iron ; and then those which led to replacing it with the present or double diagram, in which graphite is at all temperatures held to be the more stable and cementite the less stable (metastable) form of carbon. Next in § 10 the evidence supporting this greater stability of graphite is examined, then in § 17 that which seems to oppose it, and in § 22 a summary of the evidence is presented. The second part of the paper considers the topography of the graphite-iron diagram, rejecting summarily the solubility-lines based on the data of Charpy and Grenet and of Mannes-mann, on the ground that the data even on their face do not really point toward these lines, and that they are wholly incompetent to determine any solubility-lines whatsoever, because they report together with the dissolved carbon also an indeterminate quantity of cement-carbon, and because even such carbon as is actually dissolved, only in part represents the solubility of graphite, and in another and indeterminate part represents the solubility of cementite, or at least of carbon in presence of cementite as distinguished from graphite. It might be thought that graphite is but slightly soluble in iron, because of the absence of any suggestions of eutectoid graphite, corresponding to the eutectoid cementite of pearlite in very many cases in which the cast-iron seems to consist of ferrite and massive graphite only, and because of the micrographs of Goerens and Gutowsky. In these the primary austenite of cast-iron quenched but little below the eutectic freezing-

Jan 7, 1908