Search Documents

By Alden B. Greninger

Twinned metal crystals are usually designated as either deformation twins or annealing twins. If twins are to be classified according to the treatment the metal has undergone just prior to the observation of the twins, there are two other possible groups: (1) solidification twins,† when observed in the as-solidified or as-cast condition, and (2) transformation twins,† when observed in a metal which has been cooled from above an allotropic transformation temperature. McKeehan has demonstrated that ferrite does, occasionally at least, contain twinned structures2. The twins, which he studied by optical methods, were obtained during the preparation of iron single crystals by very slow cooling through A3. He proved that the twin relation was actually that which previous investigators had predicted; namely, twinning along three planes of the form (112). Since McKeehan's discovery, little or no attention has been given to this transformation twinning of alpha iron, or to the possibility that it might occur at all speeds of cooling from above A3 instead of merely during the preparation of single crystals. McKeehan's twins were evidently regarded as interesting only in proving that a body-centered cubic metal could form twinned structures—at least under certain conditions. It is generally believed that iron seldom if ever forms annealing twins. Certainly the straight-line banding which is so abundant in annealed face-centered cubic metals is characteristically absent in iron annealed below A3. However, O'Neil13 has studied "twin-like" crystals in annealed alpha iron and concludes that the specimen he studied actually contailled a few annealing twins. Tamura4 as reported "twin-like" crystals both in wrought iron and mild steel; specimens of the latter were annealed above and below A3 and showed "twin-like" crystals after both kinds of treatments.

Jan 1, 1936

By Howard Scott

Manganese being perhaps the least expensive of the metallic alloying elements that can be advantageously added to iron in considerable quantities, the basic characteristics of its alloys with iron are properly receiving much attention at present. In the course of a dilatometric investigation of this system several years ago, the writer observed certain transformation phenomena not found in other iron-base alloys. The interpretation of those effects was not evident from the information then available, but recent X-ray studies clear up at least one anomaly and permit a more satisfactory description of the results than would have been possible otherwise. Aside from the new phenomena observed, the effect of manganese on the Arg transformation is of timely interest because of its bearing on the critical compositions of austenitic alloys, the applications of which are now being greatly extended. It is known that the properties of these alloys are unstable unless the As transformation occurs at a tem-pcrature considerably below atmospheric and that manganese is very effective in depressing the temperature of this transformation. The writer aims to establish a simple general relation which expresses the location of Ar3, quantitatively in terms of the content of the common alloying elements used in steel. A step in that direction is taken here. Early dilatometric investigations1 indicated that only one transformation other than the eutectoid A1 occurs in the high-iron alloys of the iron-manganese system. Dejean represents the Arg point as falling to 0" C. with a manganese content of 11 per cent and carbon content of between 0.30 and 0.40 per cent. Esser and Oberhoffer," sing alloys low in carbon (under 0.03 per cent), arrived by extrapolation at 14 per cent for the manganese content at which As is depressed to 0" C. Not until both low carbon contents and alloys having a manganese content

Jan 1, 1931

By George E. Cole

While many parts of Canada's pre-Cambrian shield are well served by railway, it is frequently necessary for prospecting purposes to proceed farther into areas inaccessible by rail. To such areas in summer the canoe was at one time the accepted means of travel for the prospector while the dog team was much used in winter. Although summer travel was much improved by the development of the outboard motor, the lack of facilities for cheap transportation has been a serious hindrance to the employment of capital in opening up the distant fields. The pre-Cambrian surface of Manitoba, like that of Ontario, is hummocky, with rounded hills and ridges of rock alternating with basinlike depressions and valleys occupied by lakes and rivers Or by many low-lying portions covered with muskeg' Routes to the mines have not usually been direct or easy and seasonal vagaries have presented problems in themselves. In summer, water transportation may be the cheapest method for the longer distances but it is not every water route that will satisfy the conditions of loading freight on to a boat or scow and of conveying it without interruption to its destination. By its location, a mine may require a large program of boat transportation in summer Over part of its route, to be followed by winter freighting for the remainder. In order to carry on development and produc- tion over a long period, it may be necessary to haul large quantities of supplies during the winter. This seasonal problem, particularly for the out-of-the-way properties, is SO important and demanding as to make it a major operation in the life of the mine. The -use of the tractor during winter months for heavy machinery and bulk supplies, and the use of the airplane throughout the year for the transportation of personnel and for emergency requirements, have greatly improved transportation to places that are inaccessible by rail. Canada has pioneered in both these methods. Development oF Transportation Twenty-two years have seen a marked change in transportation methods in Canada's mining country. Horse-drawn sleighs have given way to the tractor and that to some extent has been supplanted by the airplane. One of the earliest ventures involving transportation of considerable magnitude was that of the Mandy mine, on Schist at in northern Manitoba. According to accounts of early mining activities in Manitoba, the Mandy mine, beginning December 1916, had 3300 tons of ore hauled 40 miles by sleigh to Saskatchewan River and in summer this was conveyed by barge to The Pas, 130 miles, and then by railroad to Trail, British Columbia, 1200 miles. The mine shipped 6000 tons of ore in 1918 and 15,000 tons in 1919. In winter of the latter year, as many as 300 teams of horses were used on the 40-mile stretch to

Jan 1, 1943

By George E. Cole

While many parts of Canada's pre-Cambrian shield are well served by railway, it is frequently necessary for prospecting purposes to proceed farther into areas inaccessible by rail. To such areas in summer the canoe was at one time the accepted means of travel for the prospector while the dog team was much used in winter. Although summer travel was much improved by the development of the outboard motor, the lack of facilities for cheap transportation has been a serious hindrance to the employment of capital in opening up the distant fields. The pre-Cambrian surface of Manitoba, like that of Ontario, is hummocky, with rounded hills and ridges of rock alternating with basinlike depressions and valleys occupied by lakes and rivers Or by many low-lying portions covered with muskeg' Routes to the mines have not usually been direct or easy and seasonal vagaries have presented problems in themselves. In summer, water transportation may be the cheapest method for the longer distances but it is not every water route that will satisfy the conditions of loading freight on to a boat or scow and of conveying it without interruption to its destination. By its location, a mine may require a large program of boat transportation in summer Over part of its route, to be followed by winter freighting for the remainder. In order to carry on development and produc- tion over a long period, it may be necessary to haul large quantities of supplies during the winter. This seasonal problem, particularly for the out-of-the-way properties, is SO important and demanding as to make it a major operation in the life of the mine. The -use of the tractor during winter months for heavy machinery and bulk supplies, and the use of the airplane throughout the year for the transportation of personnel and for emergency requirements, have greatly improved transportation to places that are inaccessible by rail. Canada has pioneered in both these methods. Development oF Transportation Twenty-two years have seen a marked change in transportation methods in Canada's mining country. Horse-drawn sleighs have given way to the tractor and that to some extent has been supplanted by the airplane. One of the earliest ventures involving transportation of considerable magnitude was that of the Mandy mine, on Schist at in northern Manitoba. According to accounts of early mining activities in Manitoba, the Mandy mine, beginning December 1916, had 3300 tons of ore hauled 40 miles by sleigh to Saskatchewan River and in summer this was conveyed by barge to The Pas, 130 miles, and then by railroad to Trail, British Columbia, 1200 miles. The mine shipped 6000 tons of ore in 1918 and 15,000 tons in 1919. In winter of the latter year, as many as 300 teams of horses were used on the 40-mile stretch to

Jan 1, 1943

By William B. Harris, Leonard Greenburg, Gustav Werner

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1943

By Gustav Werner, Leonard Greenburg, William B. Harris

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1943

By Robert V. Pierce

In the last few years, much study has been devoted to increasing stoping efficiency. The reasons for this are shortage of manpower, shorter working hours, operating regulations, and shortages of essential materials. More efficiency in mining methods is needed to offset these adverse factors. In the past, attention has been centered upon haulage, hoisting equipment, mill flowsheets, etc., but recently the spotlight has been focused on the cost of stoping and the cost of handling materia,ls. Scrapers and scraper hoists have thus assumed greater importance. In order to make it possible for certain ore bodies to be mined at a profit, it has been necessary to apply assembly-line practices to the streamlining of mining methods. All cycles of the mining operation must balance, and the sooner broken ore is removed from the working face, the sooner another round can be started. Since the introduction of scraper hoists in metal mines more than thirty years ago, much progress has been made in their design and application. Alert operators are now constantly watching for methods in which to apply scrapers. The saving of: manpower in development work and the changing of mining methods that once employed manual handling of materials are increasing vital wartime tonnages. Essential ores from newly discovered ore bodies are moving rapidly from stopes to reduction plants—because it is now possible to develop an ore body and place it in production with a minimum of manpower and development work. Today, speed is one of the prime essentials of mining. Everywhere, there is a concentrated effort to use experienced miners in breaking rock, in timbering, and in carrying out the various phases of mining that require many months of training. Much effort is being made to mechanize the working places because experienced men naturally prefer to work where the majority of materials are handled mechanically. In line with this policy, many new men are being taught the details of scraper work, because even green men can quickly become acquainted with scrapers and thereby release older heads to perform the more skilled phases of mining. In some places it has been found economical to change from .one system of stoping to another that more readily allows the application of mechanical muck-handling equipment. Where blocks are worked faster, the cost of materials, time, and labor is cut drastically. This favorable situation allows more manpower to remain on straight breaking and timbering—or straight production mining. Moreover, when blocks are mined faster, more floors can often be mined vertically before the mucking or wheel floor is moved. This results in several direct savings. There are cases where it has been proved that by working a given block faster more area, longitudinally or vertically, could be mined at one time, thus permitting the reduction of development cost. (Fig. I.)

Jan 1, 1943

By Robert V. Pierce

In the last few years, much study has been devoted to increasing stoping efficiency. The reasons for this are shortage of manpower, shorter working hours, operating regulations, and shortages of essential materials. More efficiency in mining methods is needed to offset these adverse factors. In the past, attention has been centered upon haulage, hoisting equipment, mill flowsheets, etc., but recently the spotlight has been focused on the cost of stoping and the cost of handling materia,ls. Scrapers and scraper hoists have thus assumed greater importance. In order to make it possible for certain ore bodies to be mined at a profit, it has been necessary to apply assembly-line practices to the streamlining of mining methods. All cycles of the mining operation must balance, and the sooner broken ore is removed from the working face, the sooner another round can be started. Since the introduction of scraper hoists in metal mines more than thirty years ago, much progress has been made in their design and application. Alert operators are now constantly watching for methods in which to apply scrapers. The saving of: manpower in development work and the changing of mining methods that once employed manual handling of materials are increasing vital wartime tonnages. Essential ores from newly discovered ore bodies are moving rapidly from stopes to reduction plants—because it is now possible to develop an ore body and place it in production with a minimum of manpower and development work. Today, speed is one of the prime essentials of mining. Everywhere, there is a concentrated effort to use experienced miners in breaking rock, in timbering, and in carrying out the various phases of mining that require many months of training. Much effort is being made to mechanize the working places because experienced men naturally prefer to work where the majority of materials are handled mechanically. In line with this policy, many new men are being taught the details of scraper work, because even green men can quickly become acquainted with scrapers and thereby release older heads to perform the more skilled phases of mining. In some places it has been found economical to change from .one system of stoping to another that more readily allows the application of mechanical muck-handling equipment. Where blocks are worked faster, the cost of materials, time, and labor is cut drastically. This favorable situation allows more manpower to remain on straight breaking and timbering—or straight production mining. Moreover, when blocks are mined faster, more floors can often be mined vertically before the mucking or wheel floor is moved. This results in several direct savings. There are cases where it has been proved that by working a given block faster more area, longitudinally or vertically, could be mined at one time, thus permitting the reduction of development cost. (Fig. I.)

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. † 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 S.S. Clarke

The sheet-ground deposits of the Tri-State district, because they are fairly uniform in thickness (7 to II ft.)—rather flat, with an easy dip to the west—and cover a large acreage, offered a problem of improved transportation. Heading advance in this kind of mine is very rapid and track haulage requires a larger crew of trackmen than do other mines, and a heavy investment in track. The use of some type of rubber-tired truck equipment for underground haulage was under consideration for some time by the Eagle-Picher Mining and Smelting Co. The nature of some ore bodies made them not adaptable to truck haulage and some mines that did offer possibilities were equipped with other types of haulage, and the expected savings by the use of trucks did not offset the loss of investment that would be incurred in discarding other equipment. The decision was made to sink a new shaft, designed for skip hoisting, on the Blue Goose ore body, and then develop truck equipment. Developing Tractors and Trailers A study was made of internal-combustion engines for power units in the tractors, but the extreme difficulty of controlling air circulation, and the heavy cost of drilling large churn drill holes for blower installations, led to the adoption of a tractor with a storage battery. The storage-battery tractor that was on the market for mine haulage was impossible to obtain because all were needed for defense work. Several standard electric-truck chassis were purchased and rebuilt in the Eagle-Picher shops. The steering wheel was shortened and set vertical, permitting the driver's seat to be moved forward, and the frame was shortened enough to take the battery box and the fifth wheel support that carried the gooseneck of the dump trailer. The fifth wheel, or turntable, is of the ball and socket type. Tig. I shows the ball fastened to the gooseneck. The socket is split to permit introduction of the ball and is held by through-bolts, and the socket is welded to a ½-in. plate, which in turn is attached to the tractor frame. Smaller wheels and tires were put on to reduce over-all height. If it had been necessary, the spring: could have been reversed, or taken off entirely, to gain additional clearance. The tractors are equipped with 48-cell, 23-plate, 400-A.H. batteries. With the initial tonnage and mileage, the batteries were about 50 per cent down at the end of a shift. Tractors have truck tires 7.50 by 20, 8-ply, front and rear, the rear being dud. After four months of use, the .tires are beginning to show signs of failure.* In

Jan 1, 1943

By S. S. Clarke

The sheet-ground deposits of the Tri-State district, because they are fairly uniform in thickness (7 to II ft.)—rather flat, with an easy dip to the west—and cover a large acreage, offered a problem of improved transportation. Heading advance in this kind of mine is very rapid and track haulage requires a larger crew of trackmen than do other mines, and a heavy investment in track. The use of some type of rubber-tired truck equipment for underground haulage was under consideration for some time by the Eagle-Picher Mining and Smelting Co. The nature of some ore bodies made them not adaptable to truck haulage and some mines that did offer possibilities were equipped with other types of haulage, and the expected savings by the use of trucks did not offset the loss of investment that would be incurred in discarding other equipment. The decision was made to sink a new shaft, designed for skip hoisting, on the Blue Goose ore body, and then develop truck equipment. Developing Tractors and Trailers A study was made of internal-combustion engines for power units in the tractors, but the extreme difficulty of controlling air circulation, and the heavy cost of drilling large churn drill holes for blower installations, led to the adoption of a tractor with a storage battery. The storage-battery tractor that was on the market for mine haulage was impossible to obtain because all were needed for defense work. Several standard electric-truck chassis were purchased and rebuilt in the Eagle-Picher shops. The steering wheel was shortened and set vertical, permitting the driver's seat to be moved forward, and the frame was shortened enough to take the battery box and the fifth wheel support that carried the gooseneck of the dump trailer. The fifth wheel, or turntable, is of the ball and socket type. Tig. I shows the ball fastened to the gooseneck. The socket is split to permit introduction of the ball and is held by through-bolts, and the socket is welded to a ½-in. plate, which in turn is attached to the tractor frame. Smaller wheels and tires were put on to reduce over-all height. If it had been necessary, the spring: could have been reversed, or taken off entirely, to gain additional clearance. The tractors are equipped with 48-cell, 23-plate, 400-A.H. batteries. With the initial tonnage and mileage, the batteries were about 50 per cent down at the end of a shift. Tractors have truck tires 7.50 by 20, 8-ply, front and rear, the rear being dud. After four months of use, the .tires are beginning to show signs of failure.* In

Jan 1, 1943

By Harry H. Angst

The history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. 'She elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,090 tons of 012 and 18,000 tons Of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4½-cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. Equipment On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-diii~lp trucks rather than smaller trucks, for the following reasons: I. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4½-cu. yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1943

By Harry H. Angst

The history and efficiency of 40-ton capacity dump trucks for surface waste removal at the New Cornelia opencut copper mine, at Ajo, Ariz., are summed up in this paper. Tabulations of truck performance, together with detailed cost figures, prove the value of truck transportation for certain special operations at a large mine. Emphasis is given to the fact that truck transportation not only reduces the haulage costs but also reduces the breaking ground and shovel-loading costs per ton. The New Cornelia opencut copper mine is in the desert. The climate is ideal for seven months of the year, but the five summer months are uncomfortably hot. 'She elevation is 1820 ft. above sea level and the annual rainfall is approximately 6 inches. The ore body is a monzonite-porphyry deposit. The waste-rock capping consists of hard rhyolite, conglomerate and porphyry. All the material is hard and cannot be excavated without blasting. The rhyolite and conglomerate waste is very blocky. The weight of the rock in place is 2.16 tons per cubic yard. The average mine production per day is 22,090 tons of 012 and 18,000 tons Of waste rock, the latter consisting of surface rock and material within the ore body too low in grade to send to the concentrator. The rock is loaded by electric shovels with 4½-cu. yd. dippers. The primary transportation of ore to the concentrator and waste to the dumps is by 30-yd. dump cars and oil-burning steam locomotives; therefore truck haulage of waste is a minor factor of the New Cornelia operation. However, as New Cornelia was one of the first mines to use large-capacity dump trucks for haulage, the results obtained are of interest. Equipment On the south side of the New Cornelia is a hill rising about 500 ft. above the normal surface elevation, roughly 1000 ft. in diameter at its base, called locally Arkansas Mountain peak. Exploratory drilling in this area developed additional ore that could be made accessible for open pit operation only by moving the mountain face a maximum distance of 400 ft. to the south. The slope of the mountain adjacent to the pit averaged 35°, and the small area involved precluded the use of train haulage for the removal of the 4,000,000 tons of waste estimated above the normal pit elevation. A study of dump-truck haulage at Boulder Dam and San Gabriel Dam led to the decision to use large-capacity end-diii~lp trucks rather than smaller trucks, for the following reasons: I. The truck would have to withstand the impact of hard, heavy chunks, some of them weighing as much as 10 tons, which would be dumped from the 4½-cu. yd. dipper. 2. The coarse, rocky, abrasive material would soon damage a light truck body. 3. The body of a small truck could not be efficiently loaded with coarse rock.

Jan 1, 1943

By Paul L. Burkhart

THOUGH at an earlier period brief studies had been made by the Lehigh Navigation Coal Company Inc., it was not until 1924 that J. B. Warriner, then general manager, called for a comprehensive study of timber treatment, treating solutions, and related operations. Because of the impossibility of procuring accurate costs and other pertinent treating data, the American Wood Preserving Co. agreed to treat a car of mine timber at the Port Reading plant of the Reading Railroad. Fig. I shows the treating data collected at the treating plant on this timber, which was installed in two of the Lehigh mines in 1925. Table i.—Results of Timber Survey in 1925 before Treated Timber Was Introduced Length of tunnels and gangways ft..... 522,987a Length of tunnels and gangways timbered, ft.................................. 224.880 Number of steel mine sets in use......... 2,412 Number of timber sets in use............ 63,834 Number of timber sets with evidence of rot 50: 419 Number of timber sets with evidence of squeeze..... ...................... I3,415 Percentage of all timber sets showing evidence of failure: BY wet rot........................ 6.0 By dry rot........................ 73.0 By squeeze....................... : Average life of wood set in Panther Valley, years............................... 5.3 • 99.05 miles. In the latter part of 1925, a survey of the tunnels and gangways of the company's Panther Valley mines was made to determine the proportion of gangways or tunnels timbered, cause of timber failures, approximate life of the average wood set and the approximate percentage of treated timber that it would be profitable for the company to use. Results of this survey appear in Table I. Because of the high percentage of timber that gave evidence of failure by rot, as noted in Table I, and a further study of the life of the sections where timbering was necessary, it was deemed advisable to fill 25 per cent of the yearly gangway timber requirement with treated timber. Quantities and Treatments OF Treated Timber Purchased In the early days of the program, none of the large treating companies would accept orders for small quantities of treated timber and the company was compelled to state the quantity of timber it would require at each operation in each month of the year. Table 2 is an example of the tabulation given to the various treating companies to assist them in making a yearly bid on the minimum quantity of timber required by the company during the year 1931. A bill of timber was calculated for each car, the weight of which would be between the minimum and maximum weight permitted for railroad-car loading. The treating company was paid for timber upon delivery at the operation specified. As extra cars of timber were required, they were ordered from the treating company, and payment was required On their receipt, on the basis of the piece or tonnage

Jan 1, 1942

By Paul L. Burkhart

THOUGH at an earlier period brief studies had been made by the Lehigh Navigation Coal Company Inc., it was not until 1924 that J. B. Warriner, then general manager, called for a comprehensive study of timber treatment, treating solutions, and related operations. Because of the impossibility of procuring accurate costs and other pertinent treating data, the American Wood Preserving Co. agreed to treat a car of mine timber at the Port Reading plant of the Reading Railroad. Fig. I shows the treating data collected at the treating plant on this timber, which was installed in two of the Lehigh mines in 1925. Table i.—Results of Timber Survey in 1925 before Treated Timber Was Introduced Length of tunnels and gangways ft..... 522,987a Length of tunnels and gangways timbered, ft.................................. 224.880 Number of steel mine sets in use......... 2,412 Number of timber sets in use............ 63,834 Number of timber sets with evidence of rot 50: 419 Number of timber sets with evidence of squeeze..... ...................... I3,415 Percentage of all timber sets showing evidence of failure: BY wet rot........................ 6.0 By dry rot........................ 73.0 By squeeze....................... : Average life of wood set in Panther Valley, years............................... 5.3 • 99.05 miles. In the latter part of 1925, a survey of the tunnels and gangways of the company's Panther Valley mines was made to determine the proportion of gangways or tunnels timbered, cause of timber failures, approximate life of the average wood set and the approximate percentage of treated timber that it would be profitable for the company to use. Results of this survey appear in Table I. Because of the high percentage of timber that gave evidence of failure by rot, as noted in Table I, and a further study of the life of the sections where timbering was necessary, it was deemed advisable to fill 25 per cent of the yearly gangway timber requirement with treated timber. Quantities and Treatments OF Treated Timber Purchased In the early days of the program, none of the large treating companies would accept orders for small quantities of treated timber and the company was compelled to state the quantity of timber it would require at each operation in each month of the year. Table 2 is an example of the tabulation given to the various treating companies to assist them in making a yearly bid on the minimum quantity of timber required by the company during the year 1931. A bill of timber was calculated for each car, the weight of which would be between the minimum and maximum weight permitted for railroad-car loading. The treating company was paid for timber upon delivery at the operation specified. As extra cars of timber were required, they were ordered from the treating company, and payment was required On their receipt, on the basis of the piece or tonnage

Jan 1, 1942

By W. E. Curran

For years the geographical isolation of the Southern iron-ore district from the great producing centers in the North and East enabled it to meet its conditions and solve its own problems without regard to the practices and policies of other districts, but during the past few years distances have been shortened, practices and wages are being standardized, and these changing conditions have brought new problems to the South. Development of Pig Iron in the South The development of the pig-iron business in the South was very slow during its early years, gained speed rapidly in the latter part of the nineteenth century, reached its peak in 1918 and was on the decline before the depression that began in the latter part of 1929. The first blast furnace in Alabama was built at Cedar Creek in 1818, the year before the state was admitted to the union. In 1830, Daniel Hillman was sent from Tuscaloosa to found an iron works in Roupes Valley, where rich pockets of brown ore were numerous. He built a forge on the site of what later became Tannehill furnace and called it the Roupes Valley Iron Works. There pots, pans, plows, and horseshoes were made of metal from his Catalon forge; shaped by a large hammer operated by water power. Daniel Hillman died in 1832 and the ironworks lay idle until 1836, when Col. Ninion Tannehill bought the property, rebuilt the forge and, using slave labor from his plantation, operated and enlarged the works. By 1845 he had built two crude furnaces and did a flourishing business in ovens, skillets and kettles, which found a good market all over the South. In 1855, the plant was sold by Colonel Tannehill to Moses Stroup, an experienced ironmaster from Pennsylvania. He tore down the old furnaces and built a new plant, the ruins of which stand today (Fig. l). This furnace plant operated continuously until it was destroyed by Northern troops in 1865. It was never rebuilt, so that the shell in the picture is the same furnace that made many tons of guns and shells for the Confederacy during the war period.

Jan 1, 1938

By W. E. Curran

For years the geographical isolation of the Southern iron-ore district from the great producing centers in the North and East enabled it to meet its conditions and solve its own problems without regard to the practices and policies of other districts, but during the past few years distances have been shortened, practices and wages are being standardized, and these changing conditions have brought new problems to the South. Development of Pig Iron in the South The development of the pig-iron business in the South was very slow during its early years, gained speed rapidly in the latter part of the nineteenth century, reached its peak in 1918 and was on the decline before the depression that began in the latter part of 1929. The first blast furnace in Alabama was built at Cedar Creek in 1818, the year before the state was admitted to the union. In 1830, Daniel Hillman was sent from Tuscaloosa to found an iron works in Roupes Valley, where rich pockets of brown ore were numerous. He built a forge on the site of what later became Tannehill furnace and called it the Roupes Valley Iron Works. There pots, pans, plows, and horseshoes were made of metal from his Catalon forge; shaped by a large hammer operated by water power. Daniel Hillman died in 1832 and the ironworks lay idle until 1836, when Col. Ninion Tannehill bought the property, rebuilt the forge and, using slave labor from his plantation, operated and enlarged the works. By 1845 he had built two crude furnaces and did a flourishing business in ovens, skillets and kettles, which found a good market all over the South. In 1855, the plant was sold by Colonel Tannehill to Moses Stroup, an experienced ironmaster from Pennsylvania. He tore down the old furnaces and built a new plant, the ruins of which stand today (Fig. l). This furnace plant operated continuously until it was destroyed by Northern troops in 1865. It was never rebuilt, so that the shell in the picture is the same furnace that made many tons of guns and shells for the Confederacy during the war period.

Jan 1, 1938

By Howard I. Smith

The mineral trona was discovered on Government land in 1938, about 18 miles west of the town of Green River, Wyo., in the core of the John Hay, Jr., well, a test well drilled for oil by the Mountain Fuel Supply Co. in sec. 2, T. 18 N., R. IIO W., sixth principal meridian. Although no oil or gas was reported, the drilling led to a discovery of great potential economic importance and exceptional scientific interest. Trona is a relatively rare mineral found at various places in playa deposits but not previously found at any great depth. It is composed of hydrous sodium carbonate and sodium bicarbonate (Na2CO3 NaHCo3.2H2O). Pure trona con-tains the equivalent of 70.35 per cent of sodium carbonate. Total sodium computed to carbonate times 1.42 equals the percentage of trona in the absence of other sodium carbonate minerals in the sample. Analyses Two short pieces of core sent to the author a few days after the completion of the Hay well were analyzed by R. C. Wells† and found to be exceptionally Pure trona. A brief article on this discovery has already been published.1 Arrangements were then made through W. T. Nighten-gale‡ for the author to inspect and sample the core. The company log of the well included notations of sodium salt crystals from a depth of 1190 to 1820 ft. Not being able to identify all the minerals present, the author selected several specimens of the core for petrographic examinations and sampled the sections of trona for analysis. J. J. Fahey, of the Geological Survey, examined the specimens and reported most of the crystals to be a new anhydrous sodium carbonate and calcium carbonate mineral (Na2CO 3.2 CaCO3), which he named shortite,² after Maxwell N. Short." He analyzed the samples of trona, with the results shown in Table I. In addition to the 10 ft. 1 in. of trona in the first section, it is reasonable to assume that the 9 ft. 8 in. for which no core was available for sampling is either i mostly trona or some other soluble salt, but it should not be included in calculating | reserves. In the part of the core between i 1590 ft. 3 in. and 1600 ft. 4 in. the material insoluble in cold water, amounting to about 5 per cent, was estimated petrographically I to contain 70 per cent clay, 25 per cent shortite, and 5 per cent pyrite. Accompanying Minerals Fahey later secured about 600 ft, of the core for a detailed examination and study

Jan 1, 1942

By Howard I. Smith

The mineral trona was discovered on Government land in 1938, about 18 miles west of the town of Green River, Wyo., in the core of the John Hay, Jr., well, a test well drilled for oil by the Mountain Fuel Supply Co. in sec. 2, T. 18 N., R. IIO W., sixth principal meridian. Although no oil or gas was reported, the drilling led to a discovery of great potential economic importance and exceptional scientific interest. Trona is a relatively rare mineral found at various places in playa deposits but not previously found at any great depth. It is composed of hydrous sodium carbonate and sodium bicarbonate (Na2CO3 NaHCo3.2H2O). Pure trona con-tains the equivalent of 70.35 per cent of sodium carbonate. Total sodium computed to carbonate times 1.42 equals the percentage of trona in the absence of other sodium carbonate minerals in the sample. Analyses Two short pieces of core sent to the author a few days after the completion of the Hay well were analyzed by R. C. Wells† and found to be exceptionally Pure trona. A brief article on this discovery has already been published.1 Arrangements were then made through W. T. Nighten-gale‡ for the author to inspect and sample the core. The company log of the well included notations of sodium salt crystals from a depth of 1190 to 1820 ft. Not being able to identify all the minerals present, the author selected several specimens of the core for petrographic examinations and sampled the sections of trona for analysis. J. J. Fahey, of the Geological Survey, examined the specimens and reported most of the crystals to be a new anhydrous sodium carbonate and calcium carbonate mineral (Na2CO 3.2 CaCO3), which he named shortite,² after Maxwell N. Short." He analyzed the samples of trona, with the results shown in Table I. In addition to the 10 ft. 1 in. of trona in the first section, it is reasonable to assume that the 9 ft. 8 in. for which no core was available for sampling is either i mostly trona or some other soluble salt, but it should not be included in calculating | reserves. In the part of the core between i 1590 ft. 3 in. and 1600 ft. 4 in. the material insoluble in cold water, amounting to about 5 per cent, was estimated petrographically I to contain 70 per cent clay, 25 per cent shortite, and 5 per cent pyrite. Accompanying Minerals Fahey later secured about 600 ft, of the core for a detailed examination and study

Jan 1, 1942