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By M. J. Duggin

Structural similarities between the E, X, and iron carbides are illustrated. Experimental evidence regarding phase transformations occurring during ternpering reactions in finely divided carbides, thin-film carbides, and carbides which occur in steels is considered and possible mechanisms for the E — x and x — 9 transformations proposed. HOFER1 has shown that within the appropriate temperature ranges carbon monoxide will react with finely divided a iron to form either iron carbide or x iron carbide. He has shown that at an elevated temperature the E iron carbide will transform to the x iron carbide (Hagg carbide) which, upon further elevation of temperature, will transform to 9 iron carbide (cementite). Jack,2,3 using X-ray diffraction methods, has observed that during the tempering reactions occurring in steel the E iron carbide formed in the first stage of tempering passes into two-dimensional platelets of 0 iron carbide during the second stage of tempering. The three-dimensional form of the 0 carbide is formed during the third stage of tempering. Jack suggested2 that the two-dimensional platelets of 0 carbide could be related to the faulted x iron carbide. Okada and Arata4 investigated a Swedish steel containing 1.05 wt pct C and approximately 1.0 wt pct Mn using permeability measurements at low field strength. A Curie point of 360°C was observed in the quenched steel, which indicated the presence of E iron carbide. On tempering at 400°C the specimen developed a Curie point at 230°C, indicating the presence of x iron carbide, and on tempering at 700°C the specimen developed a Curie point at 190°C which was assigned to 0 iron carbide. The carbides were extracted electro-lytically and the use of X-ray diffraction techniques4r5 indicated the carbide with a Curie point of 230°C to be x iron carbide. The Curie points of the carbides are 10 to 22°C lower than the accepted values which is probably due to the presence of manganese in the carbides, since it has often been observed (e.g., Ref, 6) that a partial substitution of manganese for iron in cementite will lower the Curie point of this carbide. Hofer' summarizes additional evidence of the tempering reactions in steel in which E iron carbide, formed during the first stage of tempering, transforms to x iron carbide during the second stage of tempering. During the third stage of tempering, the x carbide disappears as the 0 carbide is formed. By carburizing thin iron films in a CO gas stream, ~a~akura' has been able to produce the E, X, and 0 iron carbides. He found that below 250°C the E iron carbide was formed; between 250" and 350°C the x iron carbide was formed and above 350°C the 0 iron carbide was formed. He has shown that the E iron carbide transforms to form x iron carbide at 380" to 400°C and that the x ir°n carbide transforms to form the 0 iron carbide at approximately 550" C; both of these phase transformations are irreversible. Hofer' presents a review of evidence to show that the sequence of reactions occurring during tempering processes subsequent to the formation of E iron carbide formed by the direct carburization of finely divided a iron is the same as the sequence of reactions which occur during the tempering processes subsequent to the formation of E iron carbide in steel during the first stage of tempering. It is evident from Nagakura's work that identical tempering reactions are found in thin films of iron which have been carburized to form iron carbide. The purpose of this paper is to discuss the structural similarities between the E, X, and 0 carbides and to suggest a possible mechanism by which regions of the E carbide, formed during the first stage of tempering, may transform to the x carbide during the second stage of tempering. For the finely divided or thin film carbides a mechanism will be proposed for the transformation of the x carbide to the 0 carbide during the third stage of tempering, although it will be suggested that there is evidence that such a transformation may not occur in steels. STRUCTURAL DATA OF THE E, X, AND 0 IRON CARBIDES € Iron Carbide. It is evident from X-ray diffractions and electron diffraction', investigations that the metal atoms in the E iron carbide form an hcp structure with lattice constants ah = 2.752A, ch = 4.3534, using electron diffraction, reports the lattice paramet$rs of the superlattice cell to be a = 4.767A, c = 4.354, c/a = 0.9134. He finds that the carbon atoms occupy the octahedral voids in the metal atom structure so as to form a hexagonal stacking sequence with its basal plane parallel to that of the metal atoms. Considerable long-range disorder occurs in the positioning of the carbon atoms, however, which is in agreement with the possible range of composition Fe2C-Fe3C discussed by Hofer.' Barton and ale" have made X-ray diffraction measurements on a sample of E iron carbide extracted from a catalyst in an organic process. Although there were few reflections recorded on the obtained X-ray powder diffraction pattern, they have proposed that the structure could belong to one of the three possible space groups p3m1, P63/mmc, or Pbcn if one assumed the composition to be Fe2C. Nagakura, using electron diffraction data, suggests a space group of P 6322 for a specimen of c iron carbide of apparent composition Fez.&. x Iron Carbide. The x iron carbide has been studied by Duggin and Hofer" and by Jack and wild,' who

Jan 1, 1969

By Keith R. Bock, Norman Parlee, Albert M. Barloga

Coils of pure iron and iron-carbon alloy wire (0.05 to 0.80 pct C) and sufficient sulfur to saturate the solid phase were equilibrated in evacuated or argon filled tubes. After rapid cooling, and removal of the outside nonmetallic layer, the wires were analyzed for carbon and sulfur and the data used to construct an Fe-S binary and isotherms of the Fe-C-S ternary in the range 1149° to 1427°C. THE solid solubility of sulfur in steel is of interest in connection with such phenomena as hot shortness, burning, and so forth. "Burning," the more or less permanent damage that some steels suffer when heated for forging or rolling, has been shown to be related closely to the behavior of sulfur and less closely to carbon and oxygen.' Attempts to interpret burning phenomena in steels fail because of lack of data on the Fe-C-S and the more complex systems in this family. Rosenqvist and Dunicz 2 and Turkdogan, Ignatowicz, and pearson3 have largely elucidated the Fe-S diagram in the region of interest but no information on the Fe-C-S diagram in this region appears to be available in the literature. This paper deals with the elucidation of the Fe-C-S diagram in these interesting ranges. The method employed is different from those used by previous workers2'3 on the Fe-S system. EXPERIMENTAL METHOD Pure iron wires (Ferrovac E) or iron carbon alloy wires of 1 mm in diam were cleaned with acid and acetone, coiled, and placed in silica tubes (7 mm OD and 5 mm ID) previously closed at one end. Enough sulfur was added to assure saturation of the solid iron phase. The filled tubes were either simply evacuated and sealed, or filled with argon at a reduced pressure and sealed. The argon was required at the higher temperatures to prevent collapse of the tubes. The filled and sealed tubes were placed in the middle uniform temperature zone of a Globar tube furnace and equilibrated at temperatures ranging from 2100°F (1149°C) to 2720°F (1493°C). After equilibration the tubes were removed from the furnace and quenched in air or water, the form of quenching being found to have no effect on the results. The tubes were broken open and the coils were placed in a 1 : 1 HC1 solution to remove the sulfide-rich layer. The coils were then cut into small pieces and analyzed for sulfur and carbon. In the early stages of the investigation different equilibration times ranging up to 17 hr were tried and the cores of the wires were analyzed to test for saturation. One hour appeared to be sufficient to reach maximum sulfur content at 1454°C and 2 hr sufficient at 1149°C. The practice adopted was to use at least 3 hr at the higher temperatures and at least 5 hr at the lower temperatures. The iron-carbon alloy wires used were made by carburizing pure iron wire with carbon monoxide gas in a one inch diameter ceramic tube at about 1204°C. Differing carbon contents were obtained by allowing fairly large coils to react with the gas for varying lengths of time at a flow rate of 800 cc per min. The reacting times ranged from 15 min to 4 hr depending upon the amount of carbon desired. The furnaces used were controlled by means of Leeds and Northrup Speedomax Type H instruments with D.A.T. Control attachment. Thermocouples were calibrated against the melting points of gold and copper. The temperatures recorded appear to be accurate within i2.7OC. Starting with run No. 85 and continuing with the

Jan 1, 1962

By W. L. Saunders

THE world's greatest producing area is, geographically, in the midland region of North America about the Great Lakes. This area, with but one- third of the nation's population, produces, with the exception of tobacco and cotton, three-quarters of the principal staples. It provides the surplus or export grain, meats, dairy products, steel and leading minerals. The social and political condition of a nation is determined by its industrial efficiency, and the share of the commerce of the world obtained by a nation is fixed more by the economy of its transportation than by any other factor. It is an economic maxim that: The total cost is the cost of production plus transportation cost. The cost of carrying 1000 tons by water or 100 tons by rail is equal, over the same distance

Jan 1, 1921

By AIME AIME

Further details of the 97th meeting of the Institute, at Spokane, have been sent to members in the Special Circular of May 8, 1909, and for convenience a summary of the additional information is given later in this announcement. In spite of the present small number who have joined the party, final arrangements have been made to complete the itinerary given in the circular. It is greatly to be desired, both in behalf of the Institute and in recognition of the special courtesies to be extended on the trip, that the party be made larger. Exceptional facilities to visit the many mines and smelters have been freely provided; and members are requested to make all reasonable effort to attend the meeting at Spokane and participate in the excursions. . For those who cannot take the entire trip, it may be possible to provide special Pullman accommodations after leaving the Yellowstone Park. In order to make the necessary arrangements, however, the names of members and guests contemplating this partial trip should be sent at once to Mr. Theodore Dwight, .39 West 39th St., New York, N. Y. A special train of Pullman cars will leave Chicago September 16. This train will be side-tracked at all places visited, and the sleepers will be available for lodging and the dining-car for meals (luring the entire trip, except while taking the tour through the Yellowstone Park. The general cost of the trip per member will be $300, which includes transportation, berth, and meals for the entire trip from Chicago back to Chicago, almost 6,000 miles, and the tour through Yellowstone Park, occupying in all about 30 days. Special accommodations on the train will be furnished at the following rates

Aug 1, 1909

By B. Silliman

THESE ores occur in the Laurentian rocks in the town of Clifton, St. Lawrence County, New York. The Clifton Mining Company have opened these magnetites upon their estate of 23,000 acres, on the waters of the Grasse River, an affluent of the St. Lawrence, which flows for about nine miles across the estate, exposing a section of the formation, and affording ample water-power at numerous points. In approaching this district from De Kalb Junction, upon the Watertown and Ogdensburg Railway, the observer passes from the zone of the specular ores, which abound to a great extent in Jefferson County, across a belt of non-metal-liferous limestones, continuing for some miles intermingled with metamorphic rocks, and gradually giving place to heavy beds of granitic and porphyritic gneiss, the weathered surfaces of which present a gray and rough appearance, from the washing out of the feldspar; leaving the quartz very prominent, and completely disguising the real character of the rock, which, when freshly broken, has a lively reddish appearance from the predominance of flesh-colored and red feldspar. Beds of fine-grained quartzite appear also intercalated in the granitic gneiss. These are the dominating rocks of the magnetite region, but the magnetite is always found, so far as the speaker's observation extended, associated with beds of calcite, carrying hornblende, black and green, biotite, and brown garnet interspersed with yellow and magnetic pyrites. The strike of these rocks is about northeast, and their dip about 40° to 45° southeast.

Jan 1, 1873

By Alexander Squire

One of the principal factors that have contributed to the hesitancy of design engineers to use metal-powder parts is the difficulty experienced in the determination of the mechanical properties of compacted components. Because standard test methods cannot usually be applied in the inspection of such parts, and because adequate special test methods have not been developed, it has been considered desirable to investigate the methods that are applicable. These may then be included in specifications for metal-powder materials and components in order that the design engineer may be assured that the subject parts possess the desired mechanical properties for satisfactory performance. It is known that direct relationships exist between usually nonmeasurable properties as tensile strength and elongation and shear strength and the angle through which compacts may be plastically deformed before fracturing. These correlations are valuable in the inspection of specific parts, but it is necessary to set up standards before they may be satisfactorily employed. Apart from the use of correlations, the number and character of the inspection methods that are applicable to almost all powder parts is limited to three—chemical analysis, density, and hardness. The last of these may or may not be a pertinent characteristic, since the indentation hardness of many powdeied-metal materials is so low as to have little significance. It is, however, occasionally desirable to use hardness measurements as an indication of the uniformity of the structure of pieces of a given type. Chemical analysis reveals very little about the physical properties of metal-powder compacts, since the unpressed powder is usually of a composition almost identical with that of the finished pieces. Density determinations are simple to perform and have the advantage of being nondestructive in character. If the dimensions of a machine part are known (and usually they are), the average density may be determined by weighing a given number of pieces and dividing by the calculated volume of the parts. More accurate measurements may be made by the water-displacement method. It is recognized that mechanical properties of metal-powder materials are related to their density, but usually these relations are determined for only one type of powder, processed under a given set of conditions. Comparisons of the pioperties of compacts formed from different types of powders are made on the basis of compacting pressures instead of density, and for this reason the results obtained by using powders of different types appear widely variant.

Jan 1, 1947

By Alexander Squire

One of the principal factors that have contributed to the hesitancy of design engineers to use metal-powder parts is the difficulty experienced in the determination of the mechanical properties of compacted components. Because standard test methods cannot usually be applied in the inspection of such parts, and because adequate special test methods have not been developed, it has been considered desirable to investigate the methods that are applicable. These may then be included in specifications for metal-powder materials and components in order that the design engineer may be assured that the subject parts possess the desired mechanical properties for satisfactory performance. It is known that direct relationships exist between usually nonmeasurable properties as tensile strength and elongation and shear strength and the angle through which compacts may be plastically deformed before fracturing. These correlations are valuable in the inspection of specific parts, but it is necessary to set up standards before they may be satisfactorily employed. Apart from the use of correlations, the number and character of the inspection methods that are applicable to almost all powder parts is limited to three—chemical analysis, density, and hardness. The last of these may or may not be a pertinent characteristic, since the indentation hardness of many powdeied-metal materials is so low as to have little significance. It is, however, occasionally desirable to use hardness measurements as an indication of the uniformity of the structure of pieces of a given type. Chemical analysis reveals very little about the physical properties of metal-powder compacts, since the unpressed powder is usually of a composition almost identical with that of the finished pieces. Density determinations are simple to perform and have the advantage of being nondestructive in character. If the dimensions of a machine part are known (and usually they are), the average density may be determined by weighing a given number of pieces and dividing by the calculated volume of the parts. More accurate measurements may be made by the water-displacement method. It is recognized that mechanical properties of metal-powder materials are related to their density, but usually these relations are determined for only one type of powder, processed under a given set of conditions. Comparisons of the pioperties of compacts formed from different types of powders are made on the basis of compacting pressures instead of density, and for this reason the results obtained by using powders of different types appear widely variant.

Jan 1, 1947

By T. A. Rickard

The writing that is effective is woven with a fine texture into an agreeable pattern; it is free from knots, loose threads, and stray fluff. The instrument that weaves this literary fabric, whether it produce a homely sock or a lordly tapestry, a simple story or a learned 'Itreatise, is a disciplined intelligence, as sure as a steel needle, as precise as a swift loom. The simile breaks down at this point, for the product of the pen is instinct with the human spirit and therefore transcends in beauty anything made by a mere machine. If words are to be woven into eloquent meaning, they must be well knit. Upon the relation of words to each other and of groups of words to other groups, known as phrases, clauses, and sentences, depends the success of writing as a means of trans¬mitting thought from man' to man. To be understood beyond question, you should know not only what your words denote but how to build your sentences; you must not only choose your words aright but construct your sentences properly. A sentence is a combination of words that makes complete sense; it says something about something. ' A clause is a subordinate sentence or a sentence within a sentence. A phrase is a group of words without a predicate; it makes sense, but not complete sense. For example: I shall wait for a few minutes before I go home: The whole statement is a sentence; "I shall wait" and "before I go home" are clauses; "for a few minutes" is an adverbial phrase. The orderly arranging of words and of combinations of words is called `syntax'; and from the original Greek form, ouvaeis (suntaxis), is derived the Greek name for an editor,

Jan 1, 1931

By Julian M. Avery

In its dual role of pig-iron smelter and gas producer, the blast furnace is a remarkably satisfactory and efficient apparatus. Many metallurgists and engineers have pointed out, however, that since the primary function of the blast furnace is to produce pig iron at the lowest possible cost, its function as a gas producer should be subordinated to this primary purpose. During the past 10 years or more, improvements in blast-furnace technique and economy have, in fact, been directed primarily to increasing efficiency in the use of the reducing power of the gases produced by combustion of coke at the tuyeres, to reduce iron ore within the furnace. The net over-all result is a decrease in the fuel value of the top gas per unit of volume, and per ton of pig iron, which is evidently more than offset in value by the corollary saving in coke and the possibility of increased furnace capacity, for otherwise there would be no point in making such improvements. The purpose of the present paper is to suggest that, while progress has been made in this direction, there is another approach to the problem of increasing the chemical and thermal efficiency of the blast furnace in its primary role as a pig-iron smelter, which appears to offer possibilities of improvement in over-all ecorlomy of a different order of magnitude than results thus far obtained by the use of other expedients. The present argument is based in large part upon the hypothesis that the efficiency and economics of pig-iron smelting are seriously and adversely affected by the phenomenon known as "solution loss," and that the problem of solution loss call be successfully attacked by increasing the over-all pressure; i.e., the "top prcssure" under which the furnace is operated. It is indicated that pressure operation may also be expected to result in concomitant benefits, which may be summed up as generally improved operating conditions, together with a substantial saving in fuel and/or a substantial increase in furnace capacity. In a broad sense, the suggestion of pressure operation of the pig-iron blast furnace is not new, for operation under moderately increased over-all pressure was suggested as early as 1871, by no less an authority than

Jan 1, 1938

By Julian M. Avery

In its dual role of pig-iron smelter and gas producer, the blast furnace is a remarkably satisfactory and efficient apparatus. Many metallurgists and engineers have pointed out, however, that since the primary function of the blast furnace is to produce pig iron at the lowest possible cost, its function as a gas producer should be subordinated to this primary purpose. During the past 10 years or more, improvements in blast-furnace technique and economy have, in fact, been directed primarily to increasing efficiency in the use of the reducing power of the gases produced by combustion of coke at the tuyeres, to reduce iron ore within the furnace. The net over-all result is a decrease in the fuel value of the top gas per unit of volume, and per ton of pig iron, which is evidently more than offset in value by the corollary saving in coke and the possibility of increased furnace capacity, for otherwise there would be no point in making such improvements. The purpose of the present paper is to suggest that, while progress has been made in this direction, there is another approach to the problem of increasing the chemical and thermal efficiency of the blast furnace in its primary role as a pig-iron smelter, which appears to offer possibilities of improvement in over-all ecorlomy of a different order of magnitude than results thus far obtained by the use of other expedients. The present argument is based in large part upon the hypothesis that the efficiency and economics of pig-iron smelting are seriously and adversely affected by the phenomenon known as "solution loss," and that the problem of solution loss call be successfully attacked by increasing the over-all pressure; i.e., the "top prcssure" under which the furnace is operated. It is indicated that pressure operation may also be expected to result in concomitant benefits, which may be summed up as generally improved operating conditions, together with a substantial saving in fuel and/or a substantial increase in furnace capacity. In a broad sense, the suggestion of pressure operation of the pig-iron blast furnace is not new, for operation under moderately increased over-all pressure was suggested as early as 1871, by no less an authority than

Jan 1, 1938

By Claudio Gutiérrez

The action of quebracho in the selective flotation of fluorite and calcite has been studied. It has been found that the unavoidable ions produced by dissolution of these minerals can precipitate calcium oleate which profoundly influences the adsorption of oleate. The depressing action of quebracho is due, at least partly, to a decrease of the oleate adsorption. The depression of flourite flotation by quebracho in the presence of calcium is due to the fact that precipitated calcium oleate can become only physisorbed, its adsorption being strongly prevented by quebracho. It is concluded that adsorption experiments with flourite must be conducted with a flotation-size mineral, which has a lower dissolution rate than when finely ground.

Jan 1, 1980

By David M. Hopstock

The performance of the most common type of low-intensity dry magnetic separator is analyzed on the basis of fundamental physical principles. Expressions are developed for estimating the optimal choice of design and operating parameters for beneficiation of magnetite ores. By proper choice of these parameters either a high-grade concentrate or a low-grade tailing can be produced from an incompletely liberated feed.

Jan 1, 1976

By J. F. Poland

Location of Basins and Geologic Features of Occurrence: The major ground-water resources of California occur and are stored in the many large alluvium-filled valleys of the state. The deposits of Quaternary age which hold the ground water commonly are called valley fill. Meinzerl has discussed the characteristic features of this fill and showed that for western United States its distribution is concentrated chiefly in western Utah, Nevada, central Oregon, California, southern Arizona, and central New Mexico (see fig. 1). For California the principal ground-water basins are shown on fig. 2. Except for the Mojave Desert and the "Basin and Range" Valleys (fig. 2, Nos. 23 and 23A), which are not shown individually, the basins outlined on fig. 2 contain all the large reservoirs in valley fill within the state. The Sacramento and San Joaquin Valleys (fig. 2) together comprise the Great Central Valley of California, which has an area of about 18,000 square miles. The Sacramento Valley contains about 5000 square miles of valley lands, approxi- mately equal to the area of Connecticut; the San Joaquin Valley embraces about 13,000 square miles, equivalent to the areas of Massachusetts and Connecticut combined. Both the area and the ground-water use in the Central Valley is far greater than for all the other shaded alluvial basins of fig. 2 added together. Except for the Sacramento Valley, all the major ground-water basins of the state are south of Sacramento. The valley fill in these ground-water basins has been transported by streams and most of it has been laid down in alluvial fans, producing the typical alluvial-fan structure of aquifers radiating as tongues from a prismatic pile of coarse, permeable debris at the canyon mouths; these aquifers are encased down slope by poorly sorted materials consisting of a clayey matrix with imbedded pebbles and boulders, interbedded with flood-plain silt. In the deeper inland structural valleys, the alluvial deposits interfinger at depth in the valley bottoms with horizontally bedded lacustrine sand, silt, and clay. The San Joaquin Valley is a good example. In the coastal valleys exposed to the sea, such as the Los Angeles coastal plain, the alluvial fans pass coastward into lagoonal and thence to shallow marine deposits. In all these basins, the gravel is coarsest and most permeable near the apexes of the fans, but tongues or lenses of clean gravel and sand may extend for many miles down the fan. Thus, these water-bearing structures are in a position to absorb stream flow near the canyon mouths and to transmit it through the buried radiating conduits.

Jan 1, 1951

By J. F. Poland

Location of Basins and Geologic Features of Occurrence: The major ground-water resources of California occur and are stored in the many large alluvium-filled valleys of the state. The deposits of Quaternary age which hold the ground water commonly are called valley fill. Meinzerl has discussed the characteristic features of this fill and showed that for western United States its distribution is concentrated chiefly in western Utah, Nevada, central Oregon, California, southern Arizona, and central New Mexico (see fig. 1). For California the principal ground-water basins are shown on fig. 2. Except for the Mojave Desert and the "Basin and Range" Valleys (fig. 2, Nos. 23 and 23A), which are not shown individually, the basins outlined on fig. 2 contain all the large reservoirs in valley fill within the state. The Sacramento and San Joaquin Valleys (fig. 2) together comprise the Great Central Valley of California, which has an area of about 18,000 square miles. The Sacramento Valley contains about 5000 square miles of valley lands, approxi- mately equal to the area of Connecticut; the San Joaquin Valley embraces about 13,000 square miles, equivalent to the areas of Massachusetts and Connecticut combined. Both the area and the ground-water use in the Central Valley is far greater than for all the other shaded alluvial basins of fig. 2 added together. Except for the Sacramento Valley, all the major ground-water basins of the state are south of Sacramento. The valley fill in these ground-water basins has been transported by streams and most of it has been laid down in alluvial fans, producing the typical alluvial-fan structure of aquifers radiating as tongues from a prismatic pile of coarse, permeable debris at the canyon mouths; these aquifers are encased down slope by poorly sorted materials consisting of a clayey matrix with imbedded pebbles and boulders, interbedded with flood-plain silt. In the deeper inland structural valleys, the alluvial deposits interfinger at depth in the valley bottoms with horizontally bedded lacustrine sand, silt, and clay. The San Joaquin Valley is a good example. In the coastal valleys exposed to the sea, such as the Los Angeles coastal plain, the alluvial fans pass coastward into lagoonal and thence to shallow marine deposits. In all these basins, the gravel is coarsest and most permeable near the apexes of the fans, but tongues or lenses of clean gravel and sand may extend for many miles down the fan. Thus, these water-bearing structures are in a position to absorb stream flow near the canyon mouths and to transmit it through the buried radiating conduits.

Jan 1, 1951

By M. King Hubbert

THE growth of human knowledge is an evolutionary process. Historically our separate sciences came into existence as people became interested in various apparently unrelated domains of phenomena, and in this manner we acquired the sciences of physics, chemistry, astronomy, biology and geology. As various of these sciences became established, cognizance of them came to be taken by the universities and in this manner there arose the traditional departments of physics, astronomy, chemistry, biology and geology of our American universities. As there was no particular rationality in the boundaries separating the various sciences, in the university departments the jurisdiction of each has assumed quite arbitrary limits. In the domain of earth phenomena the first science to grow up was that of geology, which arose originally from the activities of the collectors science dealing with directly observable terrestrial phenomena for which elementary rational explanations were offered. The traditional treatment of phenomena by the science of geology has rarely been with more than an elementary regard for the fact that these phenomena were also phenomena of physics and chemistry. Since the latter part of the nineteenth century, a new approach to terrestrial phenomena has been emerging and becoming of so great a significance that it can no longer be ignored. This approach has been made by people trained primarily in the sciences of physics and chemistry, who have investigated terrestrial phenomena as constituting phenomena of their respective sciences. In this manner we have acquired the so-called "borderland sciences" of geophysics, the physics of the earth, and of geochemistry, the chemistry of the earth. Neither of these fields is new, having arisen chiefly at the hands of European investigators during the latter part of the nineteenth century. The European universities have long since given official recognition at least to geophysics, by the establishment of departments or institutes of geophysics, which are on a par with the university departments of the other sciences.

Jan 1, 1938

By B. Silliman

THESE ores occur in the Laurentian rocks in the town of Clifton, St. Lawrence County, New York. The Clifton Mining Company have opened these magnetites upon their estate of 23,000 acres, on the waters of the Grasse River, an affluent of the St. Lawrence, which flows for about nine milt",3 across the estate, exposing a section of the formation, and affording ample water-power at numerous points. In approaching this district from De Kalb Junction, upon the Watertown and Ogdensburg Railway, the observer passes from the zone of the specular ores, which abound to a great extent in Jefferson County, across a belt of non-metal-liferous limestones, continuing for some miles intermingled with metamorphic rocks, and gradually giving place to heavy beds of granitic and porphyritic gneiss, the weathered surfaces of which present a gray and rough appearance, from the washing out of the feldspar; leaving the quartz very prominent, and completely disguising the real character of the rock, which, when freshly broken, has a lively reddish appearance from the predominance of flesh-colored and red feldspar. Beds of fine-grained quartzite appear also intercalated in the granitic gneiss. These are the dominating rocks of the magnetite region, but the magnetite is always found, so far as the speaker's observation extended, associated with beds of calcite, carrying hornblende, black and green, biotite, and brown garnet interspersed with yellow and magnetic pyrites. The strike of these rocks is about northeast, and their dip about 40' to 45' southeast

YEAR OF ELECTION 1913. FRANK DAWSON ADAMS Montreal, Canada. 1921. WILLIAM CUTHBERT BLACKETT Sacriston, Durham, England. 1923. GELASIO CAETANI Rome, Italy. 1929. TAKUMA DAN Tokyo, Japan. 1920. HENRY STURGIS DRINKER Merion Station, Pa. 1922. FEDERICO GIOLITTI Torino, Italy. 1906. SIR ROBERT A. HADFIELD London, England. 1928. JOHN HAYS HAMMOND New York, N. Y. 1928. WILLIAM BOYCE THOMPSON Yonkers, N. Y. 1921. FRANK WILLIAM HARBORD London, England. 1917. HERBERT HOOVER Washington, D. C. 1905. HENRI LECHATELIER Paris, France. 1921. C. MCDERMID London, England. 1913. EZEQUIEL ORDONEZ Mexico City, Mexico. 1909. ALEXANDRE POURCEL Paris, France. 1911. ROBERT H. RICHARDS Cambridge, Mass.

Jan 1, 1923

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 A. A. Janke, G. J. Vogel, W. M. Swift

The combustion of fossil fuels in a fluidized bed of calcined limestone particles is a potentially efficient and economically attractive process for the generation of steam for electric power production and other uses. The process results in greatly reduced emissions of both sulfur oxide and nitrogen oxide pollutants. Development work, evaluations, and design studies are being carried out by various organizations under contract with the Department of Interior (Office of Coal Research, OCR) and with the U.S. Environmental Protection Agency, (EPA). The Atomic Energy Commission's Argonne National Laboratory is one of the principal participants in the development program under interagency agreements with EPA and OCR. The principal reasons for developing fluidized-bed combustion, its advantages and disadvantages over conventional combustion methods, and some of the potential applications of the process are covered in this paper. The participants in the multiorganizational program, the sponsoring agencies, the general status of development of the overall project, and the chief program areas that still require resolution are discussed. The main features of the program of work at Argonne National Laboratory and the results achieved so far are also included.

Jan 1, 1976