Search Documents

By M. G. Corson

THE iron-silicon alloy series has always been one of the most puzzling among the binary alloys. Examining the well known mechanical properties of the iron-rich alloys only we meet the following situation: The ultimate strength and yield point of alloys worked and annealed under the usual conditions represent nearly a straight line function of the silicon content up to 4.5 per cent. silicon (Fig. 1). Starting at the ultimate strength of 35,000 lb. and at a yield point of 16,000 lb. for pure electrolytic iron, one reaches a maximum strength of 93,000 lb. and a maximum yield point of 74,000 lb. at 4.5 per cent. silicon. This corresponds to an increase in ultimate strength by 13,000 lb. per each per cent. of silicon added and nearly the same rate applies to the yield point. The data mentioned are taken from the investigation by T. D. Yensen,1 and while they do not exactly corroborate the results obtained by earlier investigators, they seem to be the most correct. Plastic properties of the alloys are controlled by a much more complicated relationship. Up to 2.5 per cent. Si, the elongation stays close to 50 per cent. (in 2 in.) and the area reduction amounts to 85 per cent;, a situation that forms the usual feature of all alloys representing strictly solid solutions. The plasticity of the latter is always nearly equal to that of their base metal. Beyond 2.5 per cent. silicon, the situation becomes much more complicated. Yensen observed an enormous drop in elongation and area reduction at about 2.65 per cent. silicon, where the first hardly reaches 10 per cent. and the second is still lower; he found, however, a considerable recovery in plasticity at about 2.8 per cent. Si and up to 4.5 per cent. Si it is represented by 20 per cent. for the elongation and 30 per cent. for area reduction.

Jan 1, 1928

By C. M. Brinckerhoff

Safety work in mining at the Andes Copper Mining Company, Potrerillos, Chile, is divided into three parts: (1) accident prevention, (2) fire prevention and protection, and (3) silicosis prevention and control. In the company's operations a steady campaign has been waged to reduce accidents and silicosis, and to prevent fires. In the following pages the safety record for the past twelve years will be examined and the methods explained by which the accident rate was reduced. Table 1 contains yearly data pertaining to the scale of the mining operations and the accident record. Block caving is used for all ore production and the tonnage mined has averaged 30,000 short tons per day for the past seven years. Table 2 classifies 44 fatal accidents which have occurred since 1935. The leading causes of accidental death are transportation of ore and use of explosives, followed in order by persons falling, falls of ground, and by asphyxiation. In the case of serious accidents, however, the greatest cause is falls of ground, followed, in turn, by ore transportation, persons falling, explosives, and asphyxiation. Accident Prevention The improvement of the safety record was obtained by a combination of many factors. In surveying the results at Andes for the past twelve years, it is possible to select some features of the present operation which have contributed to the accident record. The most important of these are: (1) good staff planning, (2) good equipment, (3) an alert safety organization, and (4) education and selection of the workmen. GOOD STAFF PLANNING As a result of good staff planning, the mine has good working conditions, namely, good ventilation, moderate temperatures and humidity, and good lighting. These factors not only reduce accidents but also improve efficiency. In haulage work, accidents have been reduced by having traffic move in a forward direction only. The latter makes possible a one-man train crew. Trains are centrally dispatched from loading drifts which are interconnected by signal lights, so that when a train in a lateral drift is given permission to move into a main line drift, a red light signals in all other lateral drifts in that area. Good track is maintained, and safety niches are required at all switch throws. Since safety niches were provided there have been no fatal or serious accidents at such points. All main line haulage drifts are illuminated by electric lights. Haulage drifts are kept clean. Adequate clearance has been provided between cars and between cars and the sides of the haulage drifts. The 4 1/2 ton Cranby type cars are equipped with roller bearings, and the 10 ton loconlotives with trolley shoes instead of wheels. These two features are responsible for improved ore haulage conditions and contribute to greater efficiency and safety.

Jan 1, 1950

By John V. Beall

During the last quarter of 1948, two new machines, which may revolutionize the coal mining industry, made their first public appearance within two months of each other. Both are designed to mine and load coal continuously. On Oct. 27, the "Colmol," invented by C. H. Snyder and A. E. Lamm, president and executive vice-president, respectively, of the Sunnyhill Coal Co., was demonstrated at the No. 8 mine of that Company at New Lexington, Ohio. The "Joy Continuous Miner," invented by H. F. Silver, president of the Silver Engineering Works, Denver, and developed and manufactured by the Joy Manufacturing Co., was demonstrated at the Mathies mine, near Finleyville, Pa., in the Pittsburgh coal seam.

Jan 1, 1949

By J. C. Bayles

Jan 1, 1886

By Victor G. Hills

This paper comprises suggestions on certain points rather than a complete survey of the whole subject. In other words, it is a contribution to the kenera1 discussion invited by John Hays Hammond in his paper, presented as a Presidential address at the Chattanooga meeting of the Institute, in October, 1908.1 Mr. Hammond says, in conclusion: "... I am not offering a code, or even an official and representative declaration of principles.. My remarks are intended, and will, I hope, be accepted, simply as a contribution to that discussion of their theme in which every engineer of experience may participate." Such a discussion has been conducted in technical journals, as well as in contributions to the Transuctions of the Institute; and, in the remarks here offered, I shall have occasion to refer the read& to what I have thus published elsewhere, for more extended statements of my views. What Mr. Hammond says about loyalty to employers, the double capacity of the engineer as an employer, the expert witness, commissions on machinery, the statement that most swindling is done by laymen and not by engineers, duty to the investing public, and the engagement of local engineers as colleagues, it is a pleasure to indorse. Under the head of the expert witness, Mr. Hammond refers to the address of Dr. R. W. Raymond on Professional Ethice. This paper con-

Jan 1, 1911

By M. Van Siclen

THE outstanding fact in connection with dust disease in the United States at present is the growing recognition of its seriousness by state officials and by the more progressive operators of mining, metallurgical and allied industrial plants. The same may perhaps be said of labor in some of its better organized centers, but the average independent non-union workman continues, as of yore, to suffer the toll of disability and even of death from dust inhalation without realization of the source of his ill-being. Progress in the betterment of the handling of sufferers from dust disease and of the conditions creating dust hazards in mining and allied industries is pursuing a course similar to that of the now widespread campaign against accidents, in which the risk is more obvious, more severe, and was naturally recognized sooner. The coming on of dust disease is generally relatively slow and its immediate effects not infre¬quently masked by or attributed to other diseases. Marked exceptions to this general rule have occurred in districts where the dust is particularly pernicious, such as the Rand and Joplin; yet such exceptions, unhappy in themselves, opened the eyes of medical men, and of those in other localities charged with the responsibility for the welfare of industry, to the much more widespread if less spectacular hazard. existing from the inhalation of dust in all rock-excavating operations and all industrial operations creating inorganic dust, whether it be crushing and grinding, sand-blasting, granite-cutting, or what not. Advancement to date in the United States in prevention and treatment has been slow, yet the record shows that quantitative methods for determining the degree of hazard and means for decreasing it were being developed as far back as 25 years ago; and that more rapid progress may be looked for from now on. In 1908, in this country; F. L Hoffman?(1) discussed the mortality from consumption in dusty trades, especially brass foundries; and in 1913 E. R. Hayhurst(2) described the effects of inhalation

Jan 1, 1933

C. W. GENNET, JR.,* Chicago, 111. (written discussion?).-Since the Lehigh Valley accident, transverse fissures have become a source of constant anxiety to railroad officials, because such defects, only infrequently detected by the trackmen, may appear under a moving train entirely without warning. The number of actual accidents resulting from rails containing fissures is no doubt a small proportion of the total, but the serious losses that have been directly attributable to fissures, coupled with the continual possibility of repetition, creates an alarming situation which demands a full investigation of the cause of fissures; apart from other types of rail failures. Mr. Howard's position gives him a field for action and an opportunity for laboratory examination and research that are unsurpassed, and the results. of his investigations must be received with the utmost attention and respect. His admirable paper, summarizing his previously published studies and analyses of the transverse fissure problem, constitutes a convincing treatment of the subject chiefly from the standpoint of stress and strain to which rails are subjected. The intricacies of the problem are so great that seemingly any theory advanced for the cause of fissures may be attacked from some angle; and although Mr. Howard's deductions are logical in the direction followed, it is apparently necessary for considerable work to be done along other lines before his theories can be fully accepted. It is generally conceded that fissures, whether fundamentally clue to fatigue or something else, are of a progressive character, their ultimate size' being the result of growth from an originating nucleus or point of rupture. Abundant proof of this lies in the variable sizes of the fissures found, and there can be no doubt that their development or growth is the result of the strains to which rails are subjected in the track. Obviously, therefore, the most important factor in investigating the cause for fissures lies in determining the conditions that exist at the point or

Jan 4, 1918

By John Dresser

General THE controlling supply of asbestos for the world is obtained from southern Quebec, 150 miles or less north of the international boundary line between Canada and the United States, and about 75 miles south of the city of Quebec. The principal production is furnished by eight mines, seven of which occur within a distance of 6 miles, but there are also several smaller properties in the vicinity. The industry was begun in a small way some 35 years ago and has advanced more or less regularly ever since. The annual production now exceeds 100,000 tons and its value is about $3,000,000. It represents over 80 per cent. of the world's production. History Asbestos has been known in the eastern townships of Quebec since 1847, when attention was called to it in an official report by Sir William Logan, the first Director of the Geological Survey of Canada, but it was not until 30 years later that it came into commercial importance. The largest deposits, those of Thetford and Black Lake, were found in 1877 during the construction of the Quebec Central Railway. Work was begun upon them almost at once and has been continued ever since. The Danville mine, the next largest producer, was opened in 1879, and the slip-fiber deposits of East Broughton were located shortly afterward. For the first 15 years only the "crude" asbestos was recovered; that is, fiber long enough to be extracted by hand cobbing. Although this is still a valuable part of the production, it is now a relatively small part of the total output.

Jan 9, 1914

Book Review MEXICO UNDER CARRANZA. By Thomas E. Gibbon, Los Angeles, California. Doubleday Page and Co., New York, 1919, 270 pp., 711/2 X 5 in. $1.50. A vivid, accurate, convincing summing up of the Mexican problem as it confronts us today, devoid of sensationalism or bigotry. A compelling narrative of the relations of the Carranza Government and our own from Oct. 15, 1915, when it was recognized as the de facto government of Mexico, to the present time. It shows the absolute lack of promises kept or lived up to either with its own people or the United States. This is not done by invective or the indiscriminate use of adjectives but by quoting from the instruments on record on both sides of the case. The driving of the Red Cross out of Mexico, which condemned many of the native peons to starvation, and the interference with the Pershing Punitive Expedition are merely mentioned, but the crying crime against the Mexican people, who have sunk to unbelievable depths of misery obscured, but not exceeded, by the sufferings in Europe, is held up in a clarified light. Two illuminating chapters are devoted to the character and treatment of foreign investments in Mexico, Which are a complete refutation of the common statement that Mexico has been exploited remorselessly by the foreign investor. The conces-sions given by Diaz in the days of his regime most condemned are nowise as large nor the land grants as extensive nor the title so absolute as those granted to the railroad builders of our own transcontinental systems and other of our nationally subsidized works. This is not left to further argument but is settled by quoting the various official instruments and not at all in a tedious way. The author's concluding chapter is a picture of the Mexican people from Aztec times, when they had reached a civilization which gave them a better calendar than the Roman Empire ever had until modern times, to their present unhappy and pitiful condition. He concludes, basing his findings on parallel historical downfalls of a once proud people, that present conditions are the natural result of the absolute domination of an alien minority. He grants, of course, that there are many estimable Latin-Mexicans of integrity, ability and charm, but maintains that the dominant minority has continually degraded in fulfillment of the sociological law that the sure revenge of the servile class is found in the corruption of the master class. The book is replete with historical and literary allusions which, added to the pleasing style of the accomplished author, make fascinating the account of one of the world's great tragedies. Mr. Gibbon is a lawyer who has spent much time in Mexico and shows an understanding of the native people not shared by all writers on the Mexican problem. A distinct addition to all literature on the subject. P. E. B.

Jan 8, 1919

By C. E. Berner

Since 1933, the Coal Mine Rating Schedule in Pennsylvania has provided credits in the Workmen's Compensation insurance premium rates for the use of safety hats, goggles and shoes. In that year, the worth of such protective clothing had just been well established and satisfactory articles were being made by a number of manufacturers. Standards for these three items of safety clothing' were written in the Rating Schedule and have been little changed through the years. The credit in the premium rate for a bituminous mine is $0.14 for hats, $o.08 for goggles, $o.08 for shoes. In order to earn such credit, it is necessary that all the employees in the particular mine be equipped with safety hats, goggles or shoes, as the case may be. In fact, it is not unusual for mines to qualify in all three categories, thus earning a rate reduction of $o.30 per $100 of payroll. These credits have been a decided stimulus to the use of safety clothing, and at present insured bituminous mines are credited as follows: Hats........ 63 per cent, or 22,600 employees Goggles..... 28 per cent, or 10,000 employees Shoes....... 44 per cent, or 15,800 employees Of course, many other employees wear these protective articles but they are in mines that are not fully equipped and so are not given the rate credit. The growth in use of this equipment has not been spectacular but it has been steady, as shown in Table I. An interesting thing about this is that it covers virtually all of the small and medium-sized bitumi- nous mine operations in Pennsylvania. A number of large operations are included, but many large mines are self-insured. It is difficult to keep alive interest in safety work in the smaller mines: first, because employment of safety engineers is out of the question and the one or several mine officials employed are often concerned only with production; second, because the life of many small mines is brief, so that safe conditions although established do not last long. Conditions as to safety in mines of this class rest chiefly with inspectors of state mine departments and of casualty insurance companies. Many millions of tons of production come from these mines, so that

Jan 1, 1944

By C. E. Berner

Since 1933, the Coal Mine Rating Schedule in Pennsylvania has provided credits in the Workmen's Compensation insurance premium rates for the use of safety hats, goggles and shoes. In that year, the worth of such protective clothing had just been well established and satisfactory articles were being made by a number of manufacturers. Standards for these three items of safety clothing' were written in the Rating Schedule and have been little changed through the years. The credit in the premium rate for a bituminous mine is $0.14 for hats, $o.08 for goggles, $o.08 for shoes. In order to earn such credit, it is necessary that all the employees in the particular mine be equipped with safety hats, goggles or shoes, as the case may be. In fact, it is not unusual for mines to qualify in all three categories, thus earning a rate reduction of $o.30 per $100 of payroll. These credits have been a decided stimulus to the use of safety clothing, and at present insured bituminous mines are credited as follows: Hats........ 63 per cent, or 22,600 employees Goggles..... 28 per cent, or 10,000 employees Shoes....... 44 per cent, or 15,800 employees Of course, many other employees wear these protective articles but they are in mines that are not fully equipped and so are not given the rate credit. The growth in use of this equipment has not been spectacular but it has been steady, as shown in Table I. An interesting thing about this is that it covers virtually all of the small and medium-sized bitumi- nous mine operations in Pennsylvania. A number of large operations are included, but many large mines are self-insured. It is difficult to keep alive interest in safety work in the smaller mines: first, because employment of safety engineers is out of the question and the one or several mine officials employed are often concerned only with production; second, because the life of many small mines is brief, so that safe conditions although established do not last long. Conditions as to safety in mines of this class rest chiefly with inspectors of state mine departments and of casualty insurance companies. Many millions of tons of production come from these mines, so that

Jan 1, 1944

By R. D. Carnahan

The authors are to be complimented on their timely study of solution-hardening effects in a bcc metal. Unfortunately there are some misleading aspects of the paper that should be discussed and clarified which is the purpose of this letter. In particular the writer is concerned about the allusions to rate theory of deformation that are inferred by the authors. This position is taken on the basis first of the "weaker" temperature dependence of the yield and flow stresses of the alloy relative to pure niobium and second of the strong temperature dependence of the Young's modulus of elasticity. It is by now well-recognized that any collection of data points used to determine a flow-stress temperature-dependence relationship must be established under isostructural conditions, i.e., similar or identical sessile and mobile dislocation densities and arrangements. Admittedly this is a formidable experimental undertaking and not what would be expected in an exploratory investigation of the present kind. As an alternative to the former one can consider, however, the temperature dependence of flow stresses at comparable strains. In the present study the authors have elected to use the lower yield stress and ultimate strengths to exhibit the temperature dependence of their alloys except for the data points taken at liquid nitrogen temperature. Here they have used the proportional limit for the yield stress and the fracture stress for the ultimate strength. This seems to be an unrealistic choice particularly in view of the fact that this temperature is below the duc tile-brittle transition region for the alloy and no supporting data points were obtained between -55" and -196°C. If the authors' data in Fig. 2 are extrapolated and data points selected at a constant strain, for example a strain of 0.01, the reader can quickly verify that a temperature dependence exactly paralleling that of pure niobium is obtained.

Jan 1, 1967

By F. B. Plummer

GEOLOGICAL engineering as applied to oil fields, or production geology as some prefer to designate the profession, is designed to fill in the border line between pure geology and pure petroleum engineering. Therefore the production geologist may, and frequently does, reach out to grasp much in both professions. Where once the oil geologist was content to pick samples out of a mud ditch and try to identify oil formations from the color or appearance of flakes of rock bailed out of a well, now he has to deal with graphic electrical logs obtained by intricate and highly technical electrical apparatus and to make exact determinations to the fraction of an inch of the depth and thickness of an oil sand 2 miles below the surface.

Jan 1, 1944

By Rossiter W. Raymond

As I have attempted briefly to show you, gentlemen, the present position of the mining and metallurgical industries of this country offers in several respects most important indications of radical change. This is an epoch for more than one branch of these industries. We are commencing again to export copper; we have shifted the main production of lead from the Mississippi Valley to the far West, besides developing a new production of that metal in Missouri; we have seen the price of quicksilver go up, and the price of iron go down to such an extent as to affect profoundly, on the one hand, the great business of extracting silver by amalgamation, through the Washoe process in this country and the patio process in Mexico, and, on the other hand, the various manufactures employing iron as a raw material; above all, the manufacture of steel. But the epoch which has occurred in the relative value of gold and silver, in consequence of causes which I shall attempt to explain, and among which the extraordinary increase in the silver product of Nevada is not the least; this epoch is, perhaps, the most striking feature in the review of our situation. Since my official duties in connection with the mining industry of the Pacific slope and the Great Interior Basin have led me to pay particular attention to this subject, I have thought it not inappropriate to lay before you a somewhat extended account of its history. It is a topic of peculiar interest, because of the general use of these two metals as standards of value in the exchange of commodities. Neither of them is suitable to be, for the political economist, a real standard of value. That standard is rather to be sought in some more universal product of labor, such as wheat—the relation

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1943

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1934

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1941

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1934

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1944

Trans No. Place Date Vol. 1. Wilkes-Barre, Pa. May, '71 1 2. Bethlehem, Pa. Aug., '71 1 3. Troy, N. Nov., '71 1 4. Philadelphia, Pa. Feb., '72.. 1 5. New York, N. Y. May, '72 1 6. Pittsburgh, Pa. Oct., '72 1 7. Boston, Mass. Feb., '73 1 8. Philadelphia, Pa. May, '73 2 9. Easton, Pa. Oct., '73 2 10. New York N. Y. Feb., '74 2 11. St. Louis, Mo. May, '74 3 12. Hazleton, Pa. Oct., '74.. 3 13. New Haven, Conn. Feb., '75 3 14. Dover, N. J. May, '75 4 15. Cleveland, Ohio Oct., '75 4 16. Washington, D. C. Feb., '76 4 17. Philadelphia, Pa. June, '76 5 18. Philadelphia, Pa. Oct., '76 5

Jan 1, 1936