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By R. C. Allen

About four years ago the writer proposed a revision of the correlation of the Huronian formations in Michigan, and noted the bearing of the question on the correlations of the Huronian rocks in Wisconsin and Minnesota.1 Dr. C. K. Leith opposed this revision and argued for the retention of the correlations of the United States Geological Survey, published in 1911,2 for which he and Dr. Van Hise were mainly responsible. As late as June, 1917, Harder and Johnson, following Leith, thought it "premature to change radically a correlation based on years of careful field work."3 The work of Wolff on the Mesabi and Cuyuna Ranges, of Hotchkiss on the Gogebic Range (unpublished), and of the writer and assistants on the Michigan ranges, together with data developed by exploratory and mining operations, has introduced so many new facts not recognized in the scheme of the U. S. Geological Survey that the correlations of 1911 must be considered, in some important respects, obsolete. Indeed, new data are accumulating so rapidly that any classification, which for the moment may seem best to explain the facts, is almost immediately modified or refined by further observations. The problem of Huronian correlations is difficult, but interesting and important. With the aid of fossils, stratigraphers of the post-Algonkian formations have been able to show that slight disconformities mag separate strata of vastly different ages, and that within physically conformable strata may be concealed a hiatus of great magnitude. In the non-fossiliferous Huronian group, minor physical breaks in the strata are only beginning to attract attention, and it is too early to discuss what bearing these will have in correlating the formations of one area with those of another, but it is safe to say that the "lost intervals" which are not disclosed by physical relationships will remain forever lost; therefore we may not hope to discover the ultimate truth concerning the

Jan 1, 1920

By Kenneth L. Adams

10.3-1. Introduction. Equipment replacement or maintenance is of major concern to every company today. It can be the difference between an efficient and profitable operation or an inefficient and struggling one. Mining equipment, as everyone knows, will not last forever. Some equipment becomes obsolete before it wears out while some may be doing its intended job, yet not economically. It is a major problem for management to make the decision as to whether a piece of equipment should be repaired or replaced. There are numerous approaches to this problem; using formulas, charts, and graphs. These would be very good if all conditions were stable. Since conditions and requirements are constantly changing, an accurate observation cannot be derived from a set formula. A formula does, however, serve as a reminder to include most of the items that should be considered when evaluating old and new equipment. In the field of mining there are several questions which enter into the reasoning that are difficult to put into an equation. Some of these are: 1. Will the present equipment produce the required output of the mine, or an increase if necessary? 2. Are reserves adequate to support the purchase of new equipment? 3. Can the old equipment be repaired to efficiently continue the mining operation? 4. What is the stability of future markets for the product? Depreciation rate, or the write-off life, is a factor that can directly effect decisions on replacement. If the initial life expectancy is too long and the price of equipment is not written off when discarded, then the original investment has not been recovered. If the write-off time is too short, then the equipment is written off before replacement is even considered. In this case, the depreciation accrual is usually used to finance some other phase of the operation. In view of the increasing prices, the amount of depreciation fund is generally too small for much incentive to replace an older unit

Jan 1, 1968

By P. de Vitry, Oliver Bowles

THE conventional wire saw, introduced in the slate district of Pennsylvania by the Bureau of Mines in 1927, and used thereafter with remarkable success, consists of a three-strand steel cable having a diameter of 3/1 6 or 1/4 in. The equipment, methods used, and accomplishments have been described in previous reports.1-7 Similar wire saws have been used extensively in Europe, in quarries and in shaping blocks and slabs. During the period 1932-1937, competition in European marble quarries was keen, prices were declining, and orders were not abundant. When orders were received, there was generally an urgent call for speedy delivery. Because of the diversification of demands, it was impossible. to maintain in stock marbles of the color, size, and thickness called for,, therefore the material generally had to be fabricated after the order was received. The wire saw enabled stone mills to fill. such, orders promptly. With skillful handling, 7/8-in. slabs could be cut accurately and rapidly with this equipment. It was found, however, that, as the three-strand wire became worn, the cutting speed dropped rapidly and the cut became less accurate. To overcome these difficulties the junior author of this paper, after much experimentation, developed a new type of wire consisting of a single ribbon-shaped strand, twisted as shown in Fig. I. To ensure straight sawing, the twist of the ribbon is reversed from right to left and vice versa every 25 ft. The reversal of the [ ] twist is shown in Fig. 2. This is not a new feature; it has been used to advantage with the three-strand wire both in Europe and America for several years. However, some difficulties arise in splicing the three-strand reverse-twist wire, and the claim is made that cutting is less accurate as the wire becomes worn. To make an endless belt, the ends of the single-strand wire are brazed together with

Jan 1, 1941

By V. F. Leferrer

A new process for the treatment of silver crusts from desilverization of lead has been developed by Societe de Penarroya. The zinc contained in the crusts is recuperated by vacuum distillation at low temperature. The use of special retort crucibles is avoided. AT Noyelles-Godault the Parkes process (zinc addition to a silver-bearing lead melt) is used to desilverize lead bullion from the blast furnace. The crust which rises to the surface of the bath is removed and pressed by a well-known process in a press of the Howard type. The pressed crust, called zinc crust or silver crust, contains 10 pct Ag, 30 pct Zn, and 60 pct Pb. It is melted under a salt bed in a small, narrow, and deep kettle heated only in its upper part. A liquid concentrated alloy is obtained which is called T.A.C. in France (triple alliage concentr6) analyzing approximately 25 pct Ag, 65 pct Zn, 8 to 10 pct Pb, and 1 to 1.5 pct Cu. This T.A.C. is a real metallic alloy, completely deoxidized, and can be stored indefinitely. The process used at Noyelles-Godault consists in distilling this alloy in a tight furnace, under low vacuum and at low temperature, so that only the zinc distills and is condensed into liquid form. The residual silver-bearing lead is almost entirely free from zinc and oxidized dross. The vacuum dezincing equipment, see Figs. 1 and 2, consists of: 1) A furnace, constituted of a casing of steel plate lined with refractory bricks, heated internally by means of graphite resistors. The temperature of the furnace is measured by a thermocouple device and controlled by an automatic temperature regulator which acts upon the flow of the current passing through the resistors. Two doors, numbered 1 and 2 in Fig. 2, are provided for, one for charging the T.A.C., the other for tapping the high silver-bearing lead. 2) A condenser, and an ordinary room lined with good heat conductor refractory material. This condenser is provided with a graphite resistor which serves to bring to temperature when starting the furnace. A thermocouple records the temperature of the zinc melt and controls the temperature in the furnace, that is, the flow of current through the resistors, by means of the above mentioned regulator, so that the distillation rate in the furnace does not exceed that of the condensation. The condenser is connected to the vacuum pump by a filter. The whole equipment should, of course, be fluid-tight. The operation is carried out under a vacuum of about 10 mm Hg.

Jan 1, 1958

By Walter Kauenhowen

Germany's crude oil production during 1935 totaled 3,007,711 bbl., an increase of 36.6 per cent over the 2,202,214 bbl. produced in 1934. The Nienhagen-Haenigsen field furnished 77 per cent of the total 1935 production. Cumulative production figures for Germany's two most important oil fields, Wietze and Nienhagen, show that during the period from 1872 to the close of 1935 the Wietze field produced 13,325,536 bbl. and the Nienhagen field 9,340,870 bbl. Table 1 gives statistics of German production since 1928, arranged both by fields and by oil provinces. Fig. 1 demonstrates the production of the various German fields since 1890. New Fields Discovered During 1935 five new fields came into production. The first of these, the Moelme-Hoheneggelsen field near Hanover, was opened up in April. This region has been sporadically drilled for oil since 1882, but not until 1935 was production on a commercial scale obtained. The oil comes from Mesozoic sandstones on the flanks of a shallow salt plug. Also during April, oil was found in commercial quantities in the Rhine valley at Forst, near Bruchsal. Tertiary and Mesozoic sandstones cut by faults of the Rhine Graben form the reservoir structures in this area. In July a wildcat well drilled on the Fallstein structure, a broad Triassic anticline near Halberstadt, came in as a producer from Permian (Zechstein) dolomite. In September commercial oil mas found at Gifhorn, near Braunschweig, in Wealden sandstones associated with a shallow, geophysically discovered salt plug. During the same month production was obtained at Heide, in Holstein, from the Permian Rotlie-gendes formation, in a structural high on which oil seepages have been known for years. Drilling Activities Published information indicates that during 1935 drilling totaled 574,000 ft., as compared with 436,000 ft. in 1934; 233,000 ft. in 1933 and 151,000 ft. in 1932. The German Government is subsidizing wildcat

Jan 1, 1936

By Walter Kauenhowen

Germany's crude oil production during 1935 totaled 3,007,711 bbl., an increase of 36.6 per cent over the 2,202,214 bbl. produced in 1934. The Nienhagen-Haenigsen field furnished 77 per cent of the total 1935 production. Cumulative production figures for Germany's two most important oil fields, Wietze and Nienhagen, show that during the period from 1872 to the close of 1935 the Wietze field produced 13,325,536 bbl. and the Nienhagen field 9,340,870 bbl. Table 1 gives statistics of German production since 1928, arranged both by fields and by oil provinces. Fig. 1 demonstrates the production of the various German fields since 1890. New Fields Discovered During 1935 five new fields came into production. The first of these, the Moelme-Hoheneggelsen field near Hanover, was opened up in April. This region has been sporadically drilled for oil since 1882, but not until 1935 was production on a commercial scale obtained. The oil comes from Mesozoic sandstones on the flanks of a shallow salt plug. Also during April, oil was found in commercial quantities in the Rhine valley at Forst, near Bruchsal. Tertiary and Mesozoic sandstones cut by faults of the Rhine Graben form the reservoir structures in this area. In July a wildcat well drilled on the Fallstein structure, a broad Triassic anticline near Halberstadt, came in as a producer from Permian (Zechstein) dolomite. In September commercial oil mas found at Gifhorn, near Braunschweig, in Wealden sandstones associated with a shallow, geophysically discovered salt plug. During the same month production was obtained at Heide, in Holstein, from the Permian Rotlie-gendes formation, in a structural high on which oil seepages have been known for years. Drilling Activities Published information indicates that during 1935 drilling totaled 574,000 ft., as compared with 436,000 ft. in 1934; 233,000 ft. in 1933 and 151,000 ft. in 1932. The German Government is subsidizing wildcat

Jan 1, 1936

By Fred C. Bond

SIX years have passed since the last grindability table was published.' In that time the list has been increased with many new tests, and the development of the new Third Theory of Comminution2 has made possible the reduction of all results to a consistent work index value. In this tabulation all grindability and crushability test results are given in terms of the work index, with formulas for reversion to the older units if desired. The average values for 57 different classes of materials are listed in Table I. The total number of work index values listed is 1211, and the overall average work index is 14.42. The complete tabulation, with each test listed alphabetically both under material type and under company name, can be obtained by writing to the Allis-Chalmers Manufacturing Co., Processing Machinery Department, Milwaukee 1, Wisconsin. The work index Wi is the calculated total work input in kilowatt-hours per short ton required to re- duce from theoretically infinite particle size to 80 pct passing 100 microns, or to approximately 67 pct passing 200 mesh. The work inputs required per ton for the same size reduction of different materials are directly proportional to their work indexes, and according to the Third Theory the work input per ton is inversely proportional to the square root of the diameter of the product particles. Where W represents the work input in kilowatt hours per ton, where F is the feed size, or diameter in microns of the square hole which 80 pct of the feed passes, P the product size, or microns which 80 pct of the product passes, and Rr the reduction ratio F/P, the work index Wi is found from Rr-l 100 When the work index Wi is known, the work input W required to reduce from any feed size F to any product size P is found from W = Wi ( Rr- 1 100

Jan 1, 1954

By Nicholas J. Grant, Oliver Preston

A series of dilute solid solutions of a1uminum and silicon in copper, in powder -form, were internally oxidized, compacted, and extruded, to produce Cu-A12O3 and Cu-SiO2 alloys with 0.1 to 12 vol pct of oxide. Room-temperature tensile tests, creep-rupture tests from 450oto 850°C. conductivity measurements, and recrys-tallzzation studies were made. Oxide particle size and interparticle spacings were determined in an effort to relate the structure to measured strength values by means of known dispersion strengthening theories. A new dispersion strengthening theory, based on the effect of the dispersed phase on the retention of strain energy from the deformation step, zs proposed for this type of alloy, THE study of dispersion strengthening is of partitular interest in high-temperature materials technology in view of the excellent creep-rupture Properties and thermal stability achieved with SAP.1-5 Considerable effort has been devoted to this study in recent years, and encouraging results have been obtained in a number of systems.6 In general, the most

Jan 1, 1962

By Claude P. Heiner

W-hile the litle of this paper embraces the entire West Coast, the author, in the interest of simplification, has confined the discussion to California—particularly the central section. California's population has risen 45 pct since 1940. Its electric requirements have also increased, not only because of the growth in industry and population but also because of the widespread tendency of all types of electric consumers to use more electricity than ever before. The growth of California's electric utilities is shown by published data covering operations of three of its large systems and is given in Table 1. New Capacity Steam Driven In meeting these additional electric loads there has been a substantial increase in generation from fuel burning plants as shown by the published energy statistics given in Table 2. Increased Fuel Oil Consumption A study of construction plans of the three electric utility systems named in Table 2 clearly shows that expected new electric loads are to be met, to a large extent, by new steam generating capacity as shown by Table 3. D. D. Smalley, Vice President of the Pacific Gas and Electric Co., in an address before the Pacific Coast Electrical Association in June 1948, stated that California utilities plan to meet new electric loads through greater use of steal11 plank and that in 1951 approximately 45 pct of the area's electric production would be by steam as compared to 33.6 pct in 1946. He stated that if load growth develops as expected and if the year 1952 is dry, thereby requiring high load factor steam operation, the Pacific Gas and Electric Co. would need the equivalent of nearly 25 million barrels of fuel oil. Federal Power Commission reports show that the energy input to the Pacific Gas and Electric Co. system was approximately one billion kilowatt-hours greater in 1947 than in 1946. They also show that the steam plant operating capacity factor in 1946 was approximately 35 pct; in 1947 it, was 72 pct due, probably, to the extreme drought. able 3 shows that Pacific Gas and Electric Co. now has under construction 327,000 kw of hydro capacity which, by 1950, will bring its total hydro generating capacity to 1,313,899 kw. In addition to hydro capacity under construction that company also has 975,000 kw of steam generating capacity under construction, which by 1951 will bring its total steam capacity to 1,560,834 kw. If it is assumed that this total steam electric capacity is operated at a capacity factor of 45 pct, in 1951, over 6 billion kilowatt-hours would be generated. If the load growth on the Pacific Gas and Electric system continues at the current rate of approximately one billion kilowatt-hours per year and if it is assumed that 70 pct of this increase would be generated by steam (30 pct assumed to be generated by hydro facilities with average water conditions), the steam electric production in 1960 would amount to 12 billion kilowatt-hours, which would require fuel the equivalent of 24 million barrels of oil or 6 million tons of coal. Government Projects Inadequate Much has been written with respecl to the plans of the Department of Interior in regard to the installation of hydroelectric plants as a part of multipurpose dams relating to reclamation. flood control, and power generation. An examination of the effect of such plans on the power supply for central and northern California is of interest. The Depart,ment of Interior now has five 73,000 kw units at its Shasta hydro plant on the Sacramento River. It now appears that its three 25,000 kw unit Keswick hydro plant on the same river will be available during the winter of 1949 to 1950. Its estimates show that in a dry year there is sufficient water for operation of Shasta units at an average load factor of 36 pct and Keswick units at a load factor of 41 pct. It is also giving consideration to the development of the Pine Flat and Haas hydroelectric plants on Kings River for generating capacities of 45,000 kw each. The total installation of Government, units in Central Valley and Kings River in California is relat.ively small when compared with t.he

Jan 1, 1950

By G. S. Hume

The largest development program in the history of Alberta was undertaken in 1941 in an effort to increase oil production. The drilling record is as follows: In Alberta there was the largest exploratory campaign for oil in the history of the Province, although drilling of wildcat wells was somewhat less than in the previous year. A great deal of geophysical work was done. This included three gravimetric and five seismic parties as well as a number of geological survey parties by the major oil companies and by the Geological Survey of Canada. Seismic work was done by one party in southern Saskatchewan. The production of petroleum in Canada is shown in Table I. About 98 per cent of the total production comes from Alberta and the yield of the various fields is shown in Table 2. The greatest developments in Turner Valley have been in the north end. In 1941 about two miles of new productive area was proved by drilling, extending the field to a length of 20 miles. The wells at the

Jan 1, 1942

By G. S. Hume

The largest development program in the history of Alberta was undertaken in 1941 in an effort to increase oil production. The drilling record is as follows: In Alberta there was the largest exploratory campaign for oil in the history of the Province, although drilling of wildcat wells was somewhat less than in the previous year. A great deal of geophysical work was done. This included three gravimetric and five seismic parties as well as a number of geological survey parties by the major oil companies and by the Geological Survey of Canada. Seismic work was done by one party in southern Saskatchewan. The production of petroleum in Canada is shown in Table I. About 98 per cent of the total production comes from Alberta and the yield of the various fields is shown in Table 2. The greatest developments in Turner Valley have been in the north end. In 1941 about two miles of new productive area was proved by drilling, extending the field to a length of 20 miles. The wells at the

Jan 1, 1942

By F. M. Lewis, J. E. Goodman

TENNESSEE Copper Co. operates two ore concentrators, the London and Isabella mill. Copperhill, Tenn. In 1948 and 1949 the small ball mills and rake classifiers in the London concentrator were replaced by one large ball mill and one hydraulic classifier. This new ball mill was designed oversize so that it could be operated at slower than normal speed. The proper operating conditions were established and the results published.1 Later it was found that this mill operated more efficiently with a small ball charge.2 While this London grinding practice was being developed, the Isabella grinding circuit was not changed in any way. It remained a conventional two-stage rod mill-ball mill combination, the rod mill in open circuit and the ball mill in closed circuit with a rake classifier. Study of the data indicated that grinding cost could be lowered by converting to the London practice, but not enough would have been saved to warrant the expense of converting. No plan for improving this grinding operation could be developed.

Jan 11, 1957

By S. H. Ash

SAFETY records have improved in all branches of the mineral industry. While annual production was rising from $2 billion in 1910 to nearly $12 billion in 1950, fatalities decreased from 3539 in 1911 to 974 in 1951. And, although safety progressed under hand methods, it progresses more effectively under modern, mechanized methods. But powered devices such as electric or diesel units can in themselves create new hazards unless proper safeguards are instituted. Health Use of diesels underground is increasing. Diesel equipment has been used in construction of 34 tunnels in 16 states in the last 17 years. The 77 noncoal underground mines in 24 states using diesels underground range from mines with large open stopes to those with narrow veins, so that the ventilating problems represent a good cross-section of U. S. mining. The U. S. Bureau of Mines has received no report that anyone has suffered ill effects from the proper use of properly maintained equipment. The necessity for correct maintenance and use of satisfactory exhaust conditioners cannot be emphasized too strongly.

Jan 2, 1954

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By James B. Cathcart

The potash mine of the International Minerals and Chemical Corp. is about 18 miles east of Carlsbad, New Mexico, in sec 1 and 12, T 22 S, R 29 E, N.M.P.M. Potash is produced from two zones in the Salado formation of late Permian age. The lower zone, consisting of a mixture of sylvite (KCl) and halite (NaCl), lies at a depth of about 900 ft, and the upper zone, in which the principal potassium mineral is langbeinite (K2S04.2MgS0d), lies at a depth of about 800 ft. Because of the plastic nature of the material, fractures in the Salado formation are extremely rare and have been noted only on the 800 ft level of the International mine. The open fracture described below is almost unique. Only one other open fracture has been noted, and it was on a working face in the same general area as the one described, but was destroyed before the writer had a chance to examine it. According to J. E. Tong, foreman on the 800 level, this fracture was similar to, but smaller than, the one herein described.

Jan 1, 1949

By R. W. Bond

The gas-lift is a comparatively recent development in the Oklahoma and Kansas fields. It was used to some extent in the old Dilworth field several years ago, but the first extensive installations were made in the Tonkawa and Garber fields in Oklahoma early in the year 1926. Compressor Equipment During the early development of the system, the equipment used generally consisted of small tandem compressors of about 250 cu. ft. per min. displacement, driven by automotive-type gas engines, using a short belt drive. These compressors were first installed at the individual wells largely as an experiment. After the experimental installations had proved the method a success, it was considered economically advisable to centralize the compressor equipment in strategically located stations. However, as the information in regard to "gas-lift flowing life" was anything but definite, and the most optimistic estimates in regard to it did not exceed six months, portability of equipment was still the first consideration in the minds of many operators, who continued to install srnall semi-portable com-pressors in their centralized stations. As electric power became available in the fields, the electric motor came rapidly into use as the prime mover for the small compressors. The operating cost of this motor is greater than that of the automotive-type gas engine for the same power output, but the greater continuity of service tends to balance the extra cost. Aside from the semi-portable units, a number of strictly portable compressors were used. These consisted of automotive-type gas engines direct connected to vertical compressors. The unit was assembled on one base and could be mounted on wheels or skids as desired. The chief objection to these, in the writer's opinion, was their small capacity— approximately 150 cu, ft. per min.—which made it necessary to use two, three, and sometimes more units per well, thus making the installation rather costly. However, they have been found valuable for test purposes and emergencies, where installation time is an important factor.

Jan 1, 1928

The following petition for amendment of the constitutional provisions relating to qualifications for membership in the Institute, signed by 75 members, of whom 27 are members of the Committee on Increase of Membership, was received by the Board of Directors, was printed on the program of the New York Meeting sent to all members early in January, and is now being voted upon by the membership: In accordance with the terms f Article X, we hereby propose the following amendment to the Constitution, Article II, Section 2: Members shall comprise all those persons who on the third Monday of February, 1918, were members of the Institute, and in addition thereto, all those thereafter, elected or transferred into the, class of Members. A person to he eligible for election or transfer into the class of Members must he at least 27 years of age and must have had at least six years' employment in the practice of engineering, mining, geology, metallurgy or chemistry, during at least three years of which he must have held positions of responsibility in one or more of these fields. Graduation from the scientific course of a college, approved by the Committee on Membership, shall be considered equivalent to two years' employment, as required in the previous sentence.

Jan 2, 1918