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By J. C. Febles

HISTORY. THE use of iron for the precipitation of copper was known at least as early as the fifteenth century. Both Paracelsus and Basil Valentine refer to it in their writings, as early as 1500 A. D. It was used in Peru, for this purpose prior to 1637, and at Rio Tinto, Spain, as early as the sixteenth century. The statement has been made repeatedly that in the early history of the mining industry at Butte, the practicability of this method of recovering copper from solution was overlooked, and that enormous quantities of copper-bearing water were allowed to go to waste, the copper in which might easily have been recovered at small cost; and that this oversight on the part of the mine operators was due to ignorance of this method of recovering copper. As a matter of fact, very little copper-bearing mineral was encountered in the mines of Butte until a depth of 400 or 500 ft. bad been reached, and in many cases much greater depths were necessary to reach the copper-bearing zone. The water encountered in the upper levels (although in most cases quite highly mineralized) contained little or no copper, and it was only after considerable areas of copper-bearing ore had been uncovered and developed that copper sulphate began to. appear in the mine water in any considerable quantity. In fact, the first water that was observed to contain copper carried it in such small amounts as to be of little or no importance. It was only after years of underground work had opened extensive areas of stopes, drifts, and other underground workings, these being subsequently filled with waste, nearly all of which contained small copper values, which became oxidized by exposure to the air and were acted upon by the slowly percolating mineral water, that the recovery of copper from mine water became commercially important.

Jan 7, 1913

THE book covers principally the assaying of silver and gold and the determination of these values in ores, sweepings, and base metal. It seems to have been written more for the goldsmith and jeweler than for the primary producer of metals. There were approximately sixty different substances needed in the operations described and not over a dozen different types of raw material (ore, matte, crude or alloyed metal) are mentioned. The methods of separation used were essentially simple and reasonably reliable, though the processes were not sufficiently understood to permit the selection of the simplest effective ingredients, and there was a great tendency to employ complicated fluxes, with unnecessary repetition of long-continued heatings indicative of a leisurely pace of life. Practically all the processes described are based on a few chemical facts: the inability of gold to combine with sulphur, while silver and the base metals form easily fusible sulphides; the ready oxidation of base metals; and the ii- solubility of gold in nitric acid. Fluxes serve to make earthy impurities fusible, and to carry oxidizing or sulphurizing ingredients. Many of the processes of assaying had changed little up to the beginning of the present century. Even as late as 1924, when the writer took a University course in fire assaying, the crucibles, cupels, scorifiers, molds, and tongs were identical with those of the sixteenth century, though the wind furnace had a stack on it and the muffle for cupelling was gas-fired.* The fluxes were purer, but of the same essential composition. That this branch- or twig-of metallurgy had not advanced in any funda-

Jan 1, 1949

By R. S. Handy

DOES hand-sorting of mill feed pay? The fact that the practice is so general would seem to indicate that there must be good reasons for following it; yet, to my mind, the advantage in many cases is doubtful enough to invite a thorough discussion of the subject, in an effort to determine under what conditions hand-sorting does pay. A typical sorting plant in the Coeur d'Alene district handles about 800 tons of mine-run ore per day. The material is run over a grizzly with about 4-in. opening; the oversize is crushed to about 4-in. size and joins the undersize, and the whole product is washed and screened on trommels with about 1 ½ -in. openings. The oversize from these trommels is spread on a belt and the waste and first-class ore are sorted out by hand, the residue being further crushed, and passes, together with the trommel undersize, into the mill feed bins. About 50 tons of shipping ore and 150 tons of waste are sorted out per day, leaving about 600 tons of mill feed. To sort out this material requires 20 ore sorters and five bosses and repairmen. The normal cost of hand-sorting is about 16 c. per ton of run-of-mine ore, or 65 c. per ton of material sorted out. I believe that straight crushing and milling of the run-of-mine ore, in this case, is not only cheaper, but is metallurgically moree canonical and efficient than hand-sorting followed by milling of the residue. At one of the Bunker Hill rock-houses, 1250 tons of run-of-mine ore are reduced to pass 30-mm., or about 1 ¼ -in. opening in six hours, requiring five men. The equipment and the power consumed are not greatly different from that required in a sorting plant of the same capacity, and the normal cost of thus preparing the feed for milling is under 3 c. per ton of mine product. The relative cheapness of this method as against hand-sorting is thus clearly established, the saving being about 13 c. per ton. If there is any virtue in hand-sorting, then, it must lie in the metallurgical results achieved.

Jan 4, 1918

By Charles W. Tandy, Wm. I. Weisman

Sodium sulfate is an important industrial chemical, being one of perhaps a dozen or so chemical commodities that are produced and consumed in the United States in quantities exceeding one million short tons per year. In recent years over half of the country's production of sodium sulfate has come from natural sources, whereas 20 years ago only 25% was derived from these sources. Production of natural sodium sulfate from various types of deposits is the main source of this chemical in Canada and Mexico, and probably in Argentina, Chile, and the USSR. [Table 1] illustrates the growth in production of natural sodium sulfate in the United States. Mineralogy and Physical Properties Sodium sulfate is widespread in occurrence and is a common constituent of many mineral waters, as well as seawater. Many of the saline or alkali lakes throughout the world contain varying amounts of sodium sulfate. In its natural form it is found as the hydrous salt, mirabilite, commonly called Glauber's salt, and as thenardite, the anhydrous variety. The largest quantities occur in the form of mirabilite. Sodium sulfate is found in varying degrees of purity, from theoretically pure efflorescent crystals of mirabilite to combinations and admixtures of other salts and impurities. It is a common constituent of some brines, and it is from this source that much is extracted commercially. Sodium sulfate is also found combined with other compounds, such as the mineral glauberite, the double salt of anhydrous sodium and calcium sulfate, and blödite, the double salt of sodium sulfate and magnesium sulfate. While these and other minerals containing sodium sulfate are not economically important, they are of interest because of their frequent occurrence. The reader is referred to other publications (Cole, 1926; Dana, 1932; Grabau, 1920) for descriptions of these minerals. Only the two economically important minerals, mirabilite and thenardite, will be described herein. Mirabilite, Na2SO4 • 10H2O, contains 55.9% water of crystallization. It is noted for its efflorescence or spontaneous loss of water. On

Jan 1, 1975

By J. H. East, E. R. Maize

INTRODUCTION PROBABLY no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines, testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. So far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. ADJUSTMENTS OF DIESEL ENGINES FOR UNDERGROUND USE A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn 1 lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:I, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Diesel operates in confined places should contain less than 1/2 pct of carbon dioxide and at least 20 pct of

Jan 1, 1947

By R. J. Piros, Brusenback, D. A. Dahlstrom

DEWATERING fine coal has been a serious problem to many operators who desired to wet-wash finer sizes and maintain high recovery. Centrifugal driers have become popular for this purpose for sizes between 3/8 in. and 14 mesh. Below 14 mesh the perforated screen centrifuges lose a large per- cent in the effluent solid bowl types that do retain -14 mesh coal, produce excessive degradation, tend to retain the highest ash fraction in any size fraction, and are subject to abrasion, which results in higher maintenance. In 1949 Truax-Traer Coal Co. planned a cyclone installation at their Ceredo preparation plant to recover coal down to 150 mesh with approximately a 14-mesh top size. Since available centrifugal equipment was not considered satisfactory, an investigation of rotary vacuum filters was begun in cooperation with the Peterson Filters and Engineering Co. to determine the suitability of the Peterson Top Feed Reservoir (TFR) filter. This investigation, which is described below, has resulted in a highly satisfactory installation of two 6x10-in. Peterson TFR filters that have been in operation over a year. After some preliminary laboratory batch vacuum filter tests, a pilot plant double-drum Peterson TFR filter was installed at Ceredo to prove the feasibility of vacuum filtration and determine optimum conditions. The full scale units were then installed on the basis of the pilot plant results. This was followed by an extensive research program on vacuum filtration in the laboratory at Northwestern University to investigate basic design and operating variables and their influence on final moisture con- tent of the filter cake. A method of scale-up from laboratory batch tests to the full-size unit was also proposed and proved. Because of the importance of dewatering fine coal today, it was felt that the results of the three steps should be made available for the use of others facing this problem. The work at Northwestern is given in a theoretical section following the discussion of the pilot plant and full- scale operation. Fig. 1 is a flow diagram of the cyclone and filter installation. The feed is drawn from below the

Jan 1, 1952

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By Jun-Yan Chen

Ground control problems in sublevel caving become evident as the rock pressure increases with depth. Recently, a finite element analysis of the stability problem of the sublevel caving method was completed by the author. This paper summarizes the results of stress analysis in sublevel extraction drifts under different field stress conditions by using linear elastic and nonlinear elastic-plastic finite element modeling techniques. A critical stress concentration will occur in the uppermost sublevel drifts beneath the caved area or blasted ore area. During the blasting and drawing cycle, a tensile and shear failure condition could develop in the center extraction drift when it would be mined last. Under a high horizontal stress field condition, almost all tensile stress in the back of the extraction drifts will be eliminated and only slight yield can be seen in the floor of the extraction drifts. Compared to the cases under the stress field where vertical stress is the dominant factor, the total yielding zone will be greatly reduced because of an in- creasing horizontal stress field with depth. However, it is predicted that the center of each ore column side will experience excessive shear stress that probably will result in ore failure. The two major conclusions drawn from this study to improve the overall stability of sublevel caving are: (1) the drift width must be carefully controlled and an appropriate stoping sequence selected; and (2) the sublevel caving method can be used in deep min

Jan 1, 1983

THE paper on "Specific Efficiency of the Blast Furnace" by Richard Franchot, which was pub-lished in the September issue of MINING AND METALLURGY, was presented for discussion at the Pitts-burgh meeting. The session opened with a discussion among S. P. Kinney, Mr. Franchot, and J. N. Reese as to the methods and results in sampling for cyanides in the blast furnace. This is covered in detail in writ-ten discussion below. T. T. Read objected to the use of the term specific efficiency as likely to be confusing. The blast furnace has to perform the function of reducing Fe, 03 to Fe as well as that of fusing the metal and, since the reduc-tion of Fe, 0? involves a CO equilibrium, it seems mis-leading to calculate efficiency on the basis of burning the , all carbon to CO? since it is not possible. Mr. Franchot replied that he used the term in the sense defined by Richards in his "Metallurgical Calculations;" but a subsequent search failed to reveal the term in Richards, who says (page 245, 1st edition): The practical conclusion is that a blast furnace generates in itself not much over 40 per cent of the calorific power of the fuel used, and rejects nearly 60 per cent; by using part of the waste gases to heat the blast, however, some of this rejected heat, to an amount representing net 5 to 10 per cent of the calorific power of the fuel used, is returned to and injected bodily into the furnace, thus rendering available for the purpose of running the furnace about 50 per cent of the calorific power of the fuel as a maximum. The efficiency with which the furnace applies this 50 per cent usefully to the objects of the reducing and smelting is another question for investigation.

Jan 2, 1927

By J. A. Church

I. Early Furnaces,......423 11. Experiments with the HIgh-Shaft FURnace,..... 426 III. ExperMents wIth the Wide FURnace,..429 IV. ExperEentS with Extreme BOSH,... 43.2 V. Survival of the 56 by 180 IN. Furnace,.434 VI. Recent ExpeEiments,.....436 VII. SUMMary,........438 I. Early Furnaces. Copper blast-furnace construction in America has long recognized a general standard in the rectangular water-jacketed shaft with separate forehearth. The details, however, and especially those relating to shaft dimensions, have had to meet a great variety of conditions, and show no uniformity whatever. Selecting a few of the present day Western plants, we find furnace lengths varying from 12.5 to 87 ft., widths at tuyere level from 42 to 84 in., and heights above tuyeres from 5 ft. 4 in. to 22 ft. 4 in.; and comparing present designs with those of the past, we meet contrasts no less striking. Unlike its transverse section, the length of a furnace has come to depend rather on the size of unit desired than on the requirements of smelting; and if the question of length be ignored, several of the various existing designs can be grouped together on the basis of a common transverse section. This section, having a width at tuyere level of 56 in. and a height above tuyeres of 18 ft., was developed at Great Falls, and the story of its development contains some interesting features. Ground was broken for the Great Falls works in the spring of 1891. About a year later, the concentrator was able to begin operation, followed within the next few months by the Brueckner, reverberatory, and converter departments, and in April, 1893, by the first blast fur-

Jan 1, 1914

By AIME AIME

THOUGH born in England-on Nov. 23, 1372 William Wraith was brought to this country at the age of ten. Eight years later he entered the University of Illinois, transferring to the Michigan College of Mines where he got his E.M. in 1894. For the next three years he was a mine surveyor for the fuel department of the Santa Fe Railroad. Then he got into the copper-mining industry, which has occupied his attention for the last forty years. First he was engineer, at Butte, for the Boston & Montana company, and then helped to build the Washoe smelter at Anaconda, of which he was assistant superintendent from 1906 to 1913. The Anaconda company then sent him to Salt Lake City as manager of its subsidiary.

Jan 1, 1938

Large scale mining of Mesabi taconites may have moved nearer to realization with the arrival of the latest model Linde Jet-Piercing machine at Reserve Mining Co.'s Babbitt, Minn. property. When the machine is placed in operation it is expected to pierce blast holes in the hard taconite beds up to 10 times faster than is possible with existing drilling equipment. The new primary blast hole drilling machine has been designated the JPM-3, and is the successor to the JPM-1, in operation at Erie Mining Co.'s taconite mines at Aurora, Minn. The size of primary blast holes which can now be pierced has increased from a nominal 61 in. diameter to 71 in. diameter and maximum hole depth has increased from 35 ft to 47 ft. Development has progressed to where 71/2 in. holes can be pierced with the same speed as 61/2 in. holes. Piercing progress is controlled by electronic blowpipe descent controls. Other features of the JPM-3 include: automatic burner ignition from the operating cab; heated and air conditioned operating cab designed for all-year operation; mechanical improvements for sub-zero operation common to the Mesabi, and redesign of wearing parts for longer service with minimum maintenance. The 40-ton machine is self-propelled. Power, oxygen, and cooling water lines trail from the machine. Jet piercing is based on combustion products of oxygen and a liquid fuel such as kerosene. The flame, jetting from a burner at speeds of about 6000 ft per sec, disintegrates layers of spallable rock. The burner is cooled by water which is then directed through orifices around the periphery of the burner. The water changes to steam and carries the spallings out of the hole. The equipment used in Jet-Piercing is essentially a tractor-mounted blowpipe containing a combustion chamber and nozzle, which is in effect a miniature rocket motor, from which the supersonic combustion gases emerge to do their work.

Jan 1, 1952

By George W. Neumann

The mines and concentrator of Brunswick Mining and Smelting Corporation are located in the northern part of the province of New Brunswick, approximately 20 miles distant from the City of Bathurst. Discovery of the No. 6 orebody by diamond drilling in 1952 was followed by the finding in March 1953, of the larger and higher- grade No. 12 orebody, approximately six miles to the north of the No. 6 deposit. Original development was financed by St. Joseph Lead Co., and included a small open-pit operation with a 10C ton per day pilot mill at No. 6 orebody, shaft sinking and underground development at No. 1; orebody, and an extensive program of laboratory and pilot plant metallurgical research on No. 12 ore. These operations were suspended in May 1958, and remained in standby condition until June 1961, when the equity of St. Joseph Lead Co. was purchased by a group headed by M. J. Boylen, K. C. Irving, Maritime Mining Corporation, and the Patino Corporation. Construction of a mine plant and concentrator at the No. 12 mine commenced in October 1962 and the concentrator was placed in operation in March, 1961b. Preparation of the open pit mine for production, construction of the No. 6 Concentrator to produce bulk Pb-Zn-Cu-Ag concentrate from No. 6 ore, and construction of an Imperial Smelting Process smelter at Belledune were started in 1964 and placed in operation in September 1966.

Jan 1, 1970

By Rudolph G. Wuerker

MUCH descriptive matter[ ] has appeared on the subject of suspension roof supports, or roof bolting, as it is more commonly called. The wide- spread introduction of roof bolting into coal mines and metal mines is truly phenomenal. Mine operators were quick to recognize the advantages of supporting wide openings without hindrance to machine maneuverability and ventilation.

Jan 6, 1953

By Frank R. Barnako

Coal mining is a hazardous occupation, but tremendous progress has been made in reducing accidental injuries and deaths in the mines. Let us take a look at the hazards in coal mining and the accident record. COAL MINE SAFETY TODAY Underground coal mining creates underground open areas, rooms, and haulageways. The roof (top) and ribs (sides) become highly stressed, and because coal and slate are very weak in tension or compression they frequently fail and fall from the roof and ribs unexpectedly. This is the most hazardous condition miners must cope with underground, and it has consistently produced the greatest number of fatal injuries in the coal mining industry. Only very sophisticated equipment, but which is not yet practical for use underground, is able to detect the buildup of stresses that may eventually lead to a roof or rib fall. Today's miner still looks for fresh cracks in the roof or rib, listens for the "drummy" sound, and feels vibrations from loose material in the roof, when tapped with a sounding stick, in order to find material which may fall. Once located, it is barred down, but if this is not possible, it is then secured to prevent it from falling. The next great& hazard is the equipment used to mine or haul coal. It is large, heavy, reacts quickly to its controls and is operated in con- fined areas with low lighting levels. The record of the last few years shows that fatalities attributable to mining and hauling equipment are about equally divided. Thorough training as part of a complete safety program is necessary to teach employees the hazards of loose roof, rib, and machine operation in order that they can work in the safest way possible. Unless there is such a program, the trade is learned by trial and error with a resulting tragic.

Jan 1, 1973

By H. J. Struth

In these trying times of proration and low oil prices, it is decidedly necessary for all branches of the petroleum industry to accord full recognition to the economic phenomena that contribute to its varying state of welfare. Perhaps no other single factor has a more important bearing upon the general oil situation than the supply and demand of gasoline. Year after year, the records have shown that the degree of prosperity or depression accompanying the industry's developments has been to a large extent influenced by the degree of balance maintamed between the supply and demand of gasoline. More and more it is being realized within the industry that equilibrium between the supply and demand of gasoline forms the basic structure of crude and product market values and, consequently, the deciding factor in the financial results of the industry as a whole. The influence of the gasoline situation upon the market and financial structure of the petroleum industry was effectively demonstrated during 1930, when excess accumulation of gasoline undermined not only the refined oil market but the crude market as well. In fact, it was a top-heavy gasoline situation that defeated the realization of benefits that might have accrued from an otherwise favorable statistical position in the producing branch of the industry. Indicative of this is the fact that crude oil production was curtailed to the extent of 98,323,000 bbl. last year, while refinery runs to stills were maintained at an excessive rate until late in the year, creating an excess gasoline production of 6,663,000 bbl. above actual requirements. Nevertheless, the movement to curtail refinery operations during the closing months of the year prevented a far worse situation, although it came too late to turn the ebbing momentum of the general oil market. Despite the severe depression of the market values that accompanied 1930 developments, it can be said that the results attained during the closing months of the year, in the direction of production control, marked a decisive turn in the industry's economic affairs. In fact, a review of the oil situation from every angle points definitely to a better general understanding and recognition of the workings of the economic law of supply and demand. As a result, the year closed with crude production in

Jan 1, 1931

By Leo P. Tarasov

Magnetic torque studies of ferromagnetic single crystals have been carried out in a number of laboratories during the last decade&apos;s2 and some work has been reported on polycrystalline material showing preferred orientation. Goss3 used the method extensively in developing electrical sheet with desirable magnetic properties, but he used it as a control rather than as a means of studying the texture. Bozorth4 made a quantitative correlation of a torque curve he obtained from some cold-rolled iron with the texture as determined from X-rays, but did not extend his studies beyond the one specimen. Other studies, which have been reported from time to time2,5 have also been incomplete in the sense that no effort was made to study a whole series of samples, differing only in degree of cold reduction or in the annealing temperature, in order to ascertain the effect of such treatments on the texture as revealed by torque measurements. It is the purpose of this investigation to make such a study, mainly in order to see how useful the method can be made when used under favorable circumstances and to find what kind of a correlation can be expected between magnetic and X-ray studies of texture. Before proceeding further, it is desirable to say a little about single crystals, so as to make clear the concepts involved in magnetic torque measurements. Magnetic Torque Method It is fairly well known nowadays that single crystals of ferromagnetic substances have directions of easy magnetization and of hard magnetization. In Fig. 1 are reproduced typical magnetization curves for a single crystal of iron, which show that in a < 100 > direction saturation occurs at low fields compared to those required to saturate the same crystal in a <110> or a <111> direction. (The magnetization intensity I is defined by the equation B = H + 4pI.) At fields high enough to

Jan 1, 1939

By Leo P. Tarasov

Magnetic torque studies of ferromagnetic single crystals have been carried out in a number of laboratories during the last decade&apos;s2 and some work has been reported on polycrystalline material showing preferred orientation. Goss3 used the method extensively in developing electrical sheet with desirable magnetic properties, but he used it as a control rather than as a means of studying the texture. Bozorth4 made a quantitative correlation of a torque curve he obtained from some cold-rolled iron with the texture as determined from X-rays, but did not extend his studies beyond the one specimen. Other studies, which have been reported from time to time2,5 have also been incomplete in the sense that no effort was made to study a whole series of samples, differing only in degree of cold reduction or in the annealing temperature, in order to ascertain the effect of such treatments on the texture as revealed by torque measurements. It is the purpose of this investigation to make such a study, mainly in order to see how useful the method can be made when used under favorable circumstances and to find what kind of a correlation can be expected between magnetic and X-ray studies of texture. Before proceeding further, it is desirable to say a little about single crystals, so as to make clear the concepts involved in magnetic torque measurements. Magnetic Torque Method It is fairly well known nowadays that single crystals of ferromagnetic substances have directions of easy magnetization and of hard magnetization. In Fig. 1 are reproduced typical magnetization curves for a single crystal of iron, which show that in a < 100 > direction saturation occurs at low fields compared to those required to saturate the same crystal in a <110> or a <111> direction. (The magnetization intensity I is defined by the equation B = H + 4pI.) At fields high enough to

Jan 1, 1939

By A. M. Gaudin

IN flotation lime is used to depress pyrite. For this purpose it is preferred to caustic soda. The low cost of lime and the widespread availability largely account for this preference. However, there is some evidence1 that pyrite is more readily depressed by calcium than by sodium ions at the same pH. To measure the difference in adsorption of calcium and sodium, which is thought to lie at the basis of the differences in depressing action, radionuclides of

Jan 2, 1953