Search Documents

Joseph HartshoRnE, Pottstown, Pa.: I have read Professor Akerman's valuable paper with great interest. Few of the present generation of American steel metallurgists are aware of the very important part taken by Swedish engineers in the successful development of the Bessemer proeess, and I am afraid some of the older ones have forgotten it. Certainly, I think, most of us would have said that Terre Noire was the first to introduce the use of metal direct from the blast-furnace. It is very well, therefore, that honor should be given to whom honor is due. I can speak from personal experience upon one part only of Prof. Akerman's paper; namely, the effect of the temperature at which the molten metal is cast upon the quality of the finished steel. In a general way I have, of course, known for a long time that the

Jan 1, 1894

C. Q. Payne, New York City: Prof. Blake's inference that magnetic separation may be successfully employed upon smithsonite and iron oxide, after a preliminary roasting, is confirmed by the fact that this separation has been carried on with entire success for over a year at the works of the Wythe Lead and Zinc Mine Co., Austinville, Va. The ore mined on this property is a mixture consisting chiefly of galenite, smithsonite and limonite. The crude material is crushed, screened and washed in log washers for the removal of clay, and then jigged for the separation of the galenite. The zinc-and iron-ores are then roasted in reverberatory furnaces, being turned and moved towards the bridge-end of the hearth by manual labor. The roasted material contains from 20 to 26 per cent. of metallic iron. The slight difference in the specific gravities and the friable condition of the ores after roasting prevent the separation of the oxides by means of jigging. It was therefore the practice, previous to the use of magnetic separation, to charge the roasted material directly into the retorts of the zinc-furnaces. The rapid cutting of the retorts under this practice proved a serious inconvenience and expense. In the spring of 1892, the writer built for the Wythe Lead and Zino Mine Co. a magnetic separator which embodied several novel features and which was designed to treat the roasted zinc- and ironoxides. This separator has proved entirely successful for the purpose for which it was designed. During the first nine months of its operation, 1415 tons of 2240 pounds of roasted material were passed through the separator, producing about 675 tons of heads carrying from 50 to 55 per cent, of metallic iron, which are sold to a neighboring blast-furnace. The tailings, which contain the zinc, carry from 4 to 6 per cent. of metallic iron. For magnetizing the iron-ore previous to separating it from the zinc-ore, no change whatever mas made in the form of the reverberatory furnace previously employed. It was found that, by charging near the bridge-end of the hearth, toward the end of the roast-

Jan 1, 1894

C. Le Neve FosteR, Llandudno, Wales: I regret that Prof. Clowes is not here, and also that I cannot produce one of his lamps for inspection. The lamp has but just passed the experimental stage, and is now on sale in England for the purpose of testing it in practice. The only complaint I have heard made against it is the high price. It costs six or seven guineas. Possibly that would not frighten you on this side of the water as much as it does us. R. W. RaymonD, Brooklyn, N. Y.: So far as my obsrvations and experience go, we have not yet reached a state of affairs in the coal-mines of this country which calls for the general use of safetylamps by common miners. Certainly such a practice is to be avoided if possible, on account of the recklessness of miners, which it seems almost impossible to control by warning or discipliue. It is much better, if practicable, to confine the use of safety-lamps to inspectors or " fire-bosses," and not to permit the miners to work or to go where naked lights cannot be carried. In a colliery near Pottsville, Pa., with which I was connected for five years, and which had the reputation of being highly "fiery " (jets of fire-damp bubbled continually through the puddles in the gangways, and a thin sheet of it lay along the roof), we managed to avoid all serious

Jan 1, 1894

A group of prominent engineers and contractors of Chicago and vicinity have cooperated in forming a Joint Committee on Military Engineering. The founders are members of all of the leading engineering and contracting organizations of Chicago, including the local branches of the national engineering societies. The purposes of the Committee are to further military preparedness among engineers, contractors and their associates by the following means: (1) Courses of lectures; (2) assigned reading; (3) studies and practical instruction in military engineering;. (4) assisting engineers to qualify as officers in the National Reserve Corps of Civilian Engineers; (5) urging enlistment in and support for engineer troops of the National Guard and such other organizations as the Government may create; (6) furthering instruction in military engineering in training camps and the attendance in them of those qualified; (7) by such other means as from time to time may be deemed advisable. The Joint Committee has already prepared a program covering the vital points outlined. To date the program is practically complete for a period extending from April 20 to July 25. Something of interest will be taken up each week, including lectures by Lieutenant-Colonel W. B. Judson, Engineer Corps, U. S. Army; two lectures by Major P. S. Bond, Engineer Corps, U. S. Army; Lieutenant-Colonel Mason M. Patrick, Engineer Corps, U. S. Army, and several exhibition drills, terrain exercises and inspection trips under the direction and guidance of various officers of the Engineer Troops of the Illinois National Guard. Additions to the program will be made from time to time. '

Jan 5, 1916

A group of prominent engineers and contractors of Chicago and vicinity have cooperated in forming a Joint Committee on Military Engineering. The founders are members of all of the leading engineering and contracting organizations of Chicago, including the local branches of the national engineering societies. The purposes of the Committee are to further military preparedness among engineers, contractors and their associates by the following means: (1) Courses of lectures; (2) assigned reading; (3) studies and practical instruction in military engineering;. (4) assisting engineers to qualify as officers in the National Reserve Corps of Civilian Engineers; (5) urging enlistment in and support for engineer troops of the National Guard and such other organizations as the Government may create; (6) furthering instruction in military engineering in training camps and the attendance in them of those qualified; (7) by such other means as from time to time may be deemed advisable. The Joint Committee has already prepared a program covering the vital points outlined. To date the program is practically complete for a period extending from April 20 to July 25. Something of interest will be taken up each week, including lectures by Lieutenant-Colonel W. B. Judson, Engineer Corps, U. S. Army; two lectures by Major P. S. Bond, Engineer Corps, U. S. Army; Lieutenant-Colonel Mason M. Patrick, Engineer Corps, U. S. Army, and several exhibition drills, terrain exercises and inspection trips under the direction and guidance of various officers of the Engineer Troops of the Illinois National Guard. Additions to the program will be made from time to time.

Jan 5, 1916

By AIME AIME

DOUBT in anyone's mind that this is the age of metals, industrially speaking, could easily have been dispelled by attending the National Metal Congress in Chicago, Sept. 22 to 26. Iron, copper and aluminum; zinc, lead and nickel, often alloyed with each other or with some of a dozen minor metals, make the materials without which the modern world could not run. Science, pure and applied, is doing marvels in finding new mixtures, new alloys to meet new needs; in developing new means of rolling, fabricating, casting and welding metals cheaply-and effectively. These and related matters were the subject of 100 papers presented at 33 seperate sessions of the organizations that participated in the congress.

Jan 1, 1930

Jan 1, 1920

Jan 1, 1894

By R. W. Raymond

This paper is simply a summary, prepared at the request of the Council of the Institute, of the report of Mr. Albert Ladd Colby, of South Bethlehem, Pa., presented at the New York meeting (October, 1896) of the Association of American SteelManufacturers, on " The Advisability of the Endorsement by the Association of the United States Standard Gauge, approved by Act of Congress, March 3, 1893, to the Exclusion of the Birmingham Gauge, the .Brown and Sharpe, and all Others:" a subject on which, at the Pittsburgh meeting (April, 1896) of the said Association, Mr. Colby had been appointed as a committee. The report favors the adoption, not of the United States standard gauge to the exclusion of others, but of a decimal system of gauging all materials in thousandths of an inch, thus doing away entirely with arbitrary gauge-numbers running in inverse order to the actual thickness. The American Institute of Mining Engineers originated this movement. The report of its committee on a standard wiregauge, presented in October, 1877,* recommended the abandonment of the system of fixed gauges for commercial use, and of the system of representing the diameters and sizes by numbers, and the adoption, in lieu thereof, of the system of expressing sizes in thousandths of an inch or fractions of a millimeter, and the use of the micrometer-gauge as a means of measuring sizes. In 1892 the American Society of Mechanical Engineers appointed a similar committee, and corresponding action was

Jan 1, 1898

By Eckley B. Coxe

Having been appointed, on February 19th, 1890, a member of the Commission created by the Legislature of Pennsylvania for the purpose of investigating the " Waste of Coal Mining, with the View to the Utilizing of the Waste" (waste in this case referring specially to the small sizes of anthracite heretofore thrown away), my attention was naturally directed to the mash economical method of burning these small sizes.* Although I had been Familiar with the burning of anthracite for • many years, I found when I came to study the matter carefully that I was far from thoroughly understanding it, particularly with reference to the hurning of the smaller sizes, and that the literature of the subject, which was not very extensive, had more of a tendency to confuse than to enlighten me. I began therefore to investigate the subject so as to arrive if possible at some definite principles applicable to the question. With the aid of my assistant, Mr. John R. Wagner, I began at Drifton a series of experiments upon the burning of small anthracites. We first erected a small furnace with a grate 3 feet long and 2 feet wide, with which we experimented about two months. From the information thus acquired, we designed and built another furnace of about the same size, which gave us facilities for extending our investigations still further. After experimenting several months with the second furnace, we built a third one, which was much larger, having a grate area of about 68 square feet, which was exactly the size of the grate used in the boiler-plants of' Coxe Bros. &

Jan 1, 1894

By George H. Ashley

The present critical state of the supply, distribution, and utilization of coal and the necessity for pooling and zoning coals calls renewed attention to the lack of any fully adequate classification of coal. In the past coals have been classified as anthracite, semianthracite, semibitumi-nous, bituminous, subbituminous coals, and lignite, and a few special types, such as splint coal and cannel coal. But under the term bituminous coal are included a great variety of coals differing markedly both physically and chemically. The term subbituminous coal covers as great a range of chemical differences. In order to distinguish these varieties of bituminous coals it has been customary to designate coal by names derived from the place where mined, or by the name of the bed from which it is mined. Thus, in the market reports, coals are quoted as Pocahontas coal, New River or Sewell coal, Moshannon coal, Ohio coal, Williamson County coal, Jellico coal, and so on indefinitely, no limit being set as to the boundaries of the area to which a given name is applied. Nor is there any scale by which the coal from one place may be compared with the coal from some other district or some other bed. On the one hand, coals from the same district may be quite distinct and sell at very different prices or coal from the same bed may differ greatly in different districts; on the other hand, coals from different states may be so similar physically and chemically that one could replace the other in practical use without any appreciable difference in service. The following classification, arrived at after a careful review of a large number of systems of classification and of all of the recognized characteristics of coal, brings together all coals that so nearly resemble each other physically, chemically, and in heating qualities that any coal of a given type could replace any other coal of the same type and grade in use. Thus, if coals A and B are classed as of the same type and grade they have, so far as known to the writer, approximately the same heating value when burned under the same conditions, and the same character, length of flame, and properties affecting transportation and stocking; and if of the same grade, approximately the same percentage of impurities.

Jan 1, 1920

By Albert Sauveur

As director of the Division of Metallurgy of the Technical Section of the Air Service, American Expeditionary Forces, from August, 1917, to January, 1919, I devoted much time to the study of the steels best suited to the construction of aircraft. It became apparent at a very early stage of my investigation that the practice of builders varied greatly in regard to the number of different steels to be used, to the kinds of steels, and to their treatment. Some manufacturers employed as many as fifteen steels while the builder of one of the newest motors, favorably passed upon in the United States, assured me that two or, at the most, three kinds of steel were all he needed to produce satisfactory results. In the matter of treatment, the manufacturers were also greatly at variance. Some treated their steel with considerable refinement while others paid but scant attention to this feature. Some manufacturers case-hardened many parts, while others used the case-hardening process sparingly, if at all. Nickel-chromium steels were used at some works for case-hardening while at other plants this treatment was applied exclusively to carbon steels. Air-hardening nickel-chromium steel was used extensively by some and not at all by others. Considerable variance existed likewise in regard to the steels used for admission and exhaust valves. The conclusion was obvious, that no two manufacturers of airplane motors held like opinions as to the steels to be used or as to the treatment they should receive. Was it to be inferred from this that the many committees and associations that had been created, in part at least, for the standardization of aircraft steels had failed to make proper recommendations or that the manufacturers had ignored their recommendations ? Confining our inquiry to the committees and associations that had dealt with this question in England, France, and the United States, it was found that in Great Britain the British Engineering Standards Committee, now the British Engineering Standards Association, had devoted much time to the problem of satisfactory standards for aircraft steels. In April, 1918, this Association presented a set of specifications described as "British Standard Specifications for Aircraft Steels for Government Purchases in the United States of America." They included twenty-one different steels and, as the title indicates, were drawn for the

Jan 1, 1920

By Guy R. Johnson

In working brown iron-ore mines on the system employed at Longdale, namely, stoping from the top down, the usual procedure is to drive a succession of upraises from the lowest adit to the highest, or to the top of the deposit, as the case may be. These up-raises are usually driven 120 feet apart., along the strike of the vein,. As the work goes on, they are connected by levels, 10 feet spa* (vertically), and then serve as chutes. A transit is useless in surveying these chutes, and the writer has for several years made use of a hanging compass. The method of using this instrument, described in a former paper (Trans., xx.,.105), embracing as it does the use of a cord and several strips. of wood,

Jan 1, 1894

By Carl H. Beal, E. D. Nolan

In February, 1918, the conclusion was published by Lewis and Beal "that wells of equal output on the average will produce equal amounts of oil in the future, regardless of the ages of the wells." This conclusion was based upon the study of data collected principally in Oklahoma and was not known at that time to be true for other oil fields. An abundance of statistical proof was later collected by the senior author of the present paper, which showed that the conclusion was undoubtedly well founded and that it applied to other fields as well. Accordingly, it was later restated2 as the "law of equal expectations" as follows: "If two wells under similar conditions produce equal amounts during any given year, the amounts they will produce thereafter, on the average, will be approximately equal, regardless of their relative ages." Although only scanty data from the California oil fields were available at the time this publication was prepared, sufficient information was analyzed upon which to base the insert on Fig. 80, which showed beyond a doubt that the law held at least for a part of the Midway oil field in California. Recently the authors have collected more complete data in California, and it is the purpose of this paper to explain the method used in demonstrating the truth of the law and, in addition, to give several methods by which curves constructed in accordance with this law can be used in a practical way with ease and accuracy. The Family Curve The law of equal expectations means that each individual of a group of wells producing under similar conditions will decline along approximately the same type of curve, the rapidity of decline varying with the output

Jan 1, 1921

By R. W. Raymond

Most of US, in this hurrying age, take little pains to preserve such records of our doings as will make the work of' our biographers easy. Now and then there is an exception, and Dr. Trippel was one. Methodical in all his habits, he kept diaries and journals comprising his own personal experiences, the details and results of his numerous scientific investigations, and his impressions concerning men and events; and also copies of all his technical essays, published by various societies or periodicals. It is a striking instance of " the irony of fate," that these carefully-preserved materials, which would now have a real historical, as well as biographical value, were totally destroyed by an accidental fire a few years ago. In addition to my own recollections of an acquaintance covering more than thirty years, I am indebted, for the fads upon which this sketch is based, chiefly to Mr. Engene J. Trippel, a son of the deceased, and now Register of the United States Land Office at Tucson, Arizona. Mr. Trippel, however, frankly confesses that his own knowledge of his father's work is, in the absence of written records, imperfect.

Jan 1, 1898

By Nelson P. Hulst

To those who have had the happy privilege of friendship with George W. Goetz, the announcement of his death has brought great sadness. He was born in Milwaukee, Wisconsin, February 17, 1855, and died January 15, 1897. In his boyhood days, when I first came to know him, his frank, trustful manner; his eyes brimming with truthfulness; his eagerness, never obtrusive, to gain knowledge from all whom he met; and his equal readiness to give without ostentation of his store, constituted a personality which at once commanded confidence and won friendship. I am told that as a scholar of five years he was conspicuous for brightness, a show-pupil, who was called on to recite when visitors were present at school. Yet this in no way spoiled him. His modesty was too strong a trait in his character to be overcome by any attention which might, be expected to arouse vanity. In his simple-heartedness he was pleased then, as he always was in his maturer years, to give of his knowledge for the gratification of his listeners, with never a thought of himself. So strong was this characteristic that in a brief autobiography, in the form of a letter to his wife and children, found among his papers, he excuses himself to them for recounting what he had accomplished in his life-work. As a preface to this autobiography (which, it seems, was prepared on the eve of a sudden journey to California, taken February, 1895, for his health) he says: " I am writing this rather hastily, and I

Jan 1, 1898

By Alfred E. Hunt

By the death of Joseph Dame Weeks, past-President of this Institute, which occurred December 26, 1896, the world has lost an earnest and unwearied philanthropist; the Christian church, a zealous, active and consistent representative; the United States and the State of Penusylvania, a patriotic, pub-

Jan 1, 1898

By Raymond M. Howe

Some time ago, a prominent engineer asked a representative of the firebrick industry to prepare a comprehensive paper on blast-furnace refractories. It was to have been the purpose of this paper to gather practical experiences from widely different sources, in the hope of determining what kind or kinds of firebrick were best adapted for certain uses. This engineer sent questionnaires to the large consumers of blast-furrace linings and stovebrick and received very detailed replies as to their experiences. These replies are conflicting, but, having been turned over to the writer, form the basis of this attempt to meet the request. Because of the impossibility of making final recommendations at this time, a few of the more interesting and commonly known methods of studying refractories are also discussed, as well as the more recent developments in this field. The first reply to the questionnaire stated that good service was being secured from the linings. This satisfactory condition was attributed to the use of a very good distributor. The writer believed that manufacturers try to and do produce a good product and that the proper handling of equipment is of the utmost importance, if good results are to be secured. The type of bricks used was not mentioned. The second reply stated that good life was secured from the furnace linings, but that the writer had had soft-fired stovebrick crumble and, for that reason, preferred a hard-fired product for use in this position. The type of bricks used was not mentioned. The third reply stated that firebrick had crumbled from the mantle up; the cause was not known. The fourth reply stated that the stove linings were satisfactory. Hand-made furnace linings failed after.4 years' service so a steam-pressed lining- was installed which was still good after 4 years of service. Consequently, a second steam-pressed lining was installed but this disintegrated at the top after the furnace had been in blast 7 months. The firebrick manufacturer attributed this failure to the expansion of iron blocks that had been installed at the stock line to prevent erosion. The fifth reply stated that the present "hard-burned" hand-made furnace lining had worn away very uniformly to the depth of only 5 in.

Jan 1, 1920

By Julian Kennedy

The different types of blowing-engines in use are so numerous that it would not he practicable to consider them all in this paper. I shall therefore only take up briefly a few well known types. The style of blowing-engine most largely used in this country is the vertical engine with air-cylinder above, cross-head between steam and air-cylinders, and two fly-wheels, each having a wrist-pin in its hub, or in one arm. This kind of engine can be built cheaply, takes up little room and is very accessible. Its disadvantages are that the cross-head is liable to break, and that putting the wrist-pins in the wheels tends to set up vibrations in them. It is likely that on the whole this type of engine will continue to be built quite ex tensively. The same general arrangement has also been used to some extent, but not widely, in horizontal engines. The Bethlehem Iron Company has some very fine blowing-engines of this type, except that they are compound, having the one steam-cylinder replaced by two, side by side. These engines are noticeable not only for the very excellent workmanship on them, but also on account of the weight of the pistons being carried by steam-pressnre applied in chambers in the lower side, the steam being supplied to these chambers through the hollow piston-rods. This arrangement, I believe, has always worked well. Another type of engine which has given good satisfaction is the vertical double-engine, having air-cylinders above, steam-cylinders below them, and cranks at bottom, the engines being coupled to cranks on the ends of the shaft, placed at right angles to each other, the shaft carrying the fly-wheel at its center. Engines of this type, except that they are arranged horizontally, are also used to a con siderable extent. These engines avoid the disadvantage of having wrist-pins in the fly-wheels, and also dispense with the long cross head with its attendant disadvantages. They give a very uniform pressure of blast, and are very convenient for starting. The vertical engines of this type, as compared with the horizontal, take up less

Jan 1, 1894

By Robert W. Hunt

At the Atlanta Meeting of the Institute, October, 1895, I had the honor of presenting a paper on " Specifications for Steel Rails of Heavy Sections Manufactured West of the Alleghenies,"* in which, reasoning from the experience of Western railroads with the heavier-sectioned steel rails, I called atten-

Jan 1, 1898