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By A. R. Byers

"Porcupine Peninsular mine is at the extreme southwestern end of North peninsula in Night Hawk lake, Cody township, Ontario. It lies approximately 10 miles east of the gold-producing district of Porcupine.Gold in quartz veins was discovered on Gold -island in Night Hawk lake in 1906, the same year in which the now famous Porcupine gold camp was discovered farther west. Most of the claims now held by the Company were originally staked by Charles Auer in 1907, In 1910 when the level of the lake was exceptionally low, gold was discovered in a quartz vein near the shore and close to the present mine shaft.The mine is developed by a main shaft to a depth of 440 feet, with levels at 80, 180, 300, and 425 feet vertical depth and by a winze to 630 feet. A mill of 200 tons daily capacity was built during 1923, Production commenced on January 4, 1924, and continued without interruption to May 31; 1926, when operations were suspended due to a decrease in the grade of ore. Total production amounted to 27,416 ounces of gold from 99,708 tons of ore, an average grade of 0.275 oz. a ton. Diamond drilling and re-sampling of the mine during 1934 and 1935 indicated approximately 1,480,000 tons, having an average grade of 0.123 oz. gold a ton, above the 625-foot level."

Jan 1, 1954

By B. Daniels, A. Tieu, W. Yan, B. Ren, M. Vijay

"Plasma or thermal sprayed coatings are becoming more widely used in a wide range of industrial applications. The preference to use thermal sprayed coatings is mainly attributed to its superior wear, and corrosion resistant properties akin to hard chrome but without the harmful health implications of chrome in the coating process. Specifically, High Velocity Oxygen Fuel (HVOF) plasma sprayed Tungsten Carbide & Cobalt (WC/Co) coatings are presently being tested on aircraft landing gear. This coating can be efficiently applied and is highly resistant to corrosion and wear. However, HVOF coating's durability also makes it difficult to be stripped for inspection and overhaul. Current coating removal methods usually involve a multi-step process whereby the coating must undergo diamond wheel grinding, chemical dipping, grit blasting, ultrahigh pressure (UHP) 380 MPa (55 Kpsi) water blasting, and subsequent chemical dipping, depending on the type and thickness of the coating. As explained by Yan, et al [l]"" a unique method has been developed for removing HVOF coatings with the use of only water. The method consists of modulating a stream of water at a pressure of only 69 MPa (10 Kpsi) with ultrasonic waves to generate a forced pulsed waterjet. The resulting cyclic loading of the hard coating due to the impact of the water pulses easily causes it to flake off the substrate. This paper will briefly describe the fundamentals of the forced pulsed waterjet technique with an emphasis on insitu applications of the removal of various plasma and HVOF coatings."

Jan 1, 2006

By J. C. Nicholson

The "V" system was first introduced by the West Virginia Coal & Coke Company at their No. 9 mine, Norton. Norton is a small mining village on the B. & 0. railway, about seven miles from the town of Elkins. This year, accompanied by G. D. MacDougall, I visited this mine to obtain first-hand information regarding this modem system and to determine its adaptability to conditions in Nova Scotia. The following is a brief account of my observations. The seam that is being worked is known as the Lower Kittaning, which, at this point, has an average thickness of 7 feet. This includes a band of hard clay varying in thickness from 8 to 14 inches, which occurs about 2 feet from the pavement, also 8 inches of inferior coal at the roof. The latter is not recovered, which leaves to be mined about 5 1/2 feet of clean coal. The roof is slate and shale for the first 30 feet, followed by 40 to 60 feet of sandstone; the total cover is from 80 to 250 feet thick. The seam lies very flat, with a dip of only 2 per cent., and, as the dip is toward the main entrance, it' is in favor of the load, also providing natural drainage for any water the mine makes. As the mine is not gassy, and there is no water to be pumped out, one can understand that mining conditions are practically ideal.

Jan 1, 1924

By Haofeng Xie, Lijun Peng, Xujun Mi, Xue Feng, Xiangqian Yin, Zhen Yang, Guojie Huang

The Cu/Al composite wires have been widely used in cable industry. Especially in the development of aerospace, the light weight character of wires is particularly important. The wires are fabricated by a drawing process and heat treatment. Mechanical and electrical properties are measured and analyzed. The bending behavior is studied by scanning electron microscope. INTRODUCTION Cu/Al composite is a typical bimetallic composite that has been used in plenty of fields such as automobile and aerospace. The composite has the advantages of excellent conductivity as well as low weight, which cannot be obtained from single copper or aluminum. Industrial products of Cu/Al composite include Cu/Al composite joints (Uscinowicz, R., 2013), Cu/Al bimetallic sheets (Li, X. et al., 2011), Cu/Al flat bar (Wu, Y. & Liu, X. & Xie, J., 2014) and CCA wires (Ahmed N., 1978). CCA wires refer to the composite wires that copper layer concentrically coated on the surface of aluminum core conductor, implementing solid combination of two metals on the interface and forming an integral. At present, the aircraft cable generally use copper or copper alloy conductor, which makes the wire in the aircraft occupy a considerable proportion due to the large density of copper. Therefore, the use of Cu/Al composite wires instead of copper wires for weight loss, is of great significance to the development of aerospace technology industry. Heat treatment is an indispensable procedure to improve plasticity during cold working process, which is of great importance to preparation of wires (Wang, Q. et al., 2008). During the heat treatment, the Intermetallic Compounds (IMCs) are inevitable formed at the contact area of Cu/Al due to the occurrence of diffusion (Lee, S. et al., 2012). According to the results of former researchers, kinds of IMCs were discovered. Antoine Gueydan (2014) identified the formation of three IMCs (Al2Cu, AlCu, and Al4Cu9) at the interface between copper and aluminum after thermal aging. IMCs have a significant effect to the properties of Cu/Al wires. Bending performance is a vital property for the actual application of wires. The brittle IMCs may create a stress concentration that can cause crack initiation during bending process. This work focus on the mechanical properties of Cu/Al composite wires after heat treatment. The effect of various annealing condition on mechanical and electrical properties are studied, in order to find the appropriate annealing conditions, which produce optimal combination properties of Cu/Al clad composite wires. Bending fracture of composite wires is discussed by morphology observation.

Jan 1, 2019

By A. Fahr, T. Byczkowski, M. Genest, C. Mandache

"Layered aluminum structures assembled with rivets are often found in aircraft fuselage. These structures are exposed to various mechanical loads and a range of environmental conditions that contribute to their ""aging"". The rivet holes are the source of stress concentrations and the location of crack nucleation and growth. Detection and sizing of second and third layer cracks under fasteners represent a major challenge for non-destructive evaluation (NDE) technicians. Electromagnetic methods are currently the most feasible NDE techniques that are capable of successfully inspecting such structures. However, different probe lift-offs, due to protruding rivets and paint coatings, or interlayer separations, due to sealant or air gaps, pose difficulties in detecting and sizing cracks. In addition, the use of conventional eddy current technique is limited due to the inverse relationship between the probe spatial resolution and its field penetrability. In this paper, we present an alternative approach that overcomes the previously mentioned shortcomings by using pulsed eddy current excitation and magnetoresistive sensor pick-up. Various signal manipulations are employed for defect detection and quantification."

Jan 1, 2006

By S. Akhlaghi

In many electronic/optoelectronic devices, interaction between the metal stack and solder is undesirable. If a reaction happens, a nonuniform joint containing spikes and voids is likely to form and as a result the heat dissipation deteriorates significantly, which in turn, leads to the degradation of the bond. In the present work the interaction between Ti/Mo/ Au metallization system, which was sputter deposited on AlN substrates, and Pb-Sn solder was studied by using scanning electron microscopy (SEM). Also, an EDX system was used to trace the changes in chemical composition of the layers after solder tests. The microstructural examinations show that the Ti and Mo layer from the Ti/Mo/ Au metallization system are not impermeable enough and thus Ca from the surface of the substrate moves all the way up to the interface of Au/Mo and forms an intermetallic at the interface, which grows over time.

Jan 1, 2006

By R. B. Anderson, N. J. Sherren

The mining equipment at the Scully Mine, Wabush, consists of approximately twenty-five large haulage units, eight large dozer-loader applications and seventy other related pieces of service and maintenance equipment. This equipment is operating in sub-Arctic conditions. This pa-per presents a description of the tire maintenance procedures in use here and discusses the tire troubles that are being encountered and the methods of dealing with them.

Jan 1, 1969

By A. Rahmati

Geological and geo-statistical modeling of the ore deposits play a prominent role in resource and reserve estimation for geo-statistical evaluations. Sheytoor iron deposit is located in the Bafq iron ore district (Central Iran) and in the south-east of the Esfordi 1:100000 sheet. According to the geological data, limestones and dolomitic limestones are situated in the north and central parts of the area, on the other hand, iron ore outcrops are observable in the center, south-west and south-east of the studied area. Meanwhile this ore deposit represents a sulfide one. Based on the boreholes data, geological and geostatistical models of the high and low grade iron mineralization zones were generated by Rockworks v.15 software. The IDW method was selected and employed for processing the collected data and a good adaptation between the results was revealed. The distribution model of Fe concentration displayed a relatively high grade Fe in the center, south and south-east parts of the area. Furthermore, this model illustrated a relatively high grade S and P in some parts of the center, north and south-east of the area. The Fe concentration, in the high grade mineralization zone, was between 45 and 61.5%. In addition, in the low grade mineralization zone, it was between 3.64 and 57.64%. Moreover, in the intrusive granites, the Fe concentration was between 30 and 48.73%. Due to the significant amount of the sulfur in the deposit model, most of Fe-bearing minerals are pyrite, so it is recommended an evaluation on Cu-bearing minerals and their related elements in the area to get done. Additionally, there are too much Fe values in granitic zones which could be caused by possible measurement errors and the geological classification of the area. Therefore, it should be done more carefully.

Aug 1, 2013

By D. W. Ginsberg, D. Cieplinski

"The lifetime cost of a material handling system, or any mine system, can be reduced through the application of quality engineering. Dynamic simulation is a powerful tool that can be used to enhance the experience and ingenuity of the design team. It cannot only de-bottleneck the system to improve system productivity, but also define critical design criteria to eliminate over-design and reduce capital cost. Eliminating over-design also reduces operating costs by lowering component replacement costs and by ensuring all parts of the system operate at a higher utilization and efficiency. IntroductionA mine owner’s profitability is improved when a mine is developed at the lowest lifetime cost. This cost relates not only to capital and operating costs, but also, to a great extent, on the efficiency and reliability of the operation. These factors are tied directly to the quality of the engineering which depends on the experience of the engineers involved, and their ability to apply known system information in a rational and constructive manner.It is becoming apparent that it is increasingly more difficult to deliver the quality of engineering expected and needed to provide attractive lifetime costs using traditional design methods. Historically, system information has been evaluated based on a limited amount of information to which global rules-of-thumb and the engineer’s personal experience were applied to develop design criteria. However, market forces are dictating that more system parameters be defined and that they be defined more accurately so that the most economical system can be developed. This increase in the volume of information and the need for more accurate predictions is straining, if not already exceeding, the ability of engineers to apply simple global rules of- thumb and to combine all the information in a rational, comprehensive and representative set of design criteria. Furthermore, as proposed system production rates increase beyond established industry practice, the extrapolation of the engineer’s experience becomes more difficult and increases the risk in the proposed design."

Jan 1, 1998

By Yosuke Ota, Makoto Tawara, Tetsuya Kojima

"Dry-lube has been used in Europe to enhance formability of aluminum sheet for automotive applications, but it is difficult to ensure degreasing performance with lower degreasing bath temperature. However, newly developed, highly lubricating pre-coats utilizing a urethane resin, which is soluble in water, have been found to show excellent degreasing performance. Furthermore, a richer pre-coat weight coincides with a lower friction coefficient and better formability. Combined use of anti-rust liquid oil showed different friction coefficient depending on applied surface pressure.INTRODUCTION The global demand for aluminum alloy products, especially for automotive application, has been increasing because aluminum alloys can offer excellent corrosion resistance with good strength and low density compared with steel. Aluminum alloys can contribute to saving much more energy and greenhouse gas emissions over the lifetime of the product. On the other hand, the amount of aluminum alloys in vehicle architectures is still somewhat limited due to relatively low formability. As a consequence of this low formability, it is necessary to set a certain limit to the shape of an aluminum alloy panel for automotive applications. So far hot melt wax dry lubricants have been in use especially in Europe as they have been recognized to provide better lubrication than conventional rust protection oils (Meiler & Jaschke, 2005). The benefit of hot-melt wax for automotive manufacturing is associated with a more stable forming process and the possibility to avoid extra lubrication in the press shop. But because of the low poorer solubility of hot-melt wax in degreasing aqueous bath solution, a higher degreasing temperature is required so that no remnant of hot melt wax can be carried over to the next manufacturing process. This temperature control is difficult to impress upon a manufacturing degreasing bath originally designed for liquid oil, especially in Japan. The typical temperature of degreasing bath in Europe is around 60°C, while it is only around 40°C. in Japan. Various types of pre-coats other than hot-melt with high lubricity have been reported (Tawara, 1993; Ueda, Hatsuno & Totani, 2013), but a balance between sufficient degreasing performance and high lubricity has not yet been achieved for an actual production process line."

Jan 1, 2018

By W. N. B. Armstrong

CORROSION of metals, for the purpose of this talk, may be divided into two general classes, namely, atmospheric and chemical. Atmospheric corrosion is caused by the natural agents -water, air, salt, and temperature -as well as by the agents arising from industrial operations which pollute the atmosphere. Chemical corrosion affects metals in refineries and chemical plants where severe conditions exist due to .acids, alkalies, salts, solvents, gases, ?steam, etc. A special condition is encountered on road equipment and motor vehicles due to the large amounts of corrosive salts which are used on our roads in the winter. Exposure to corrosive conditions such as those referred to above causes metal to be destroyed and, therefore, it has to be protected. The non-metallic or organic coatings used to protect the metal are themselves destroyed ultimately by these same conditions. Since all types of organic coatings do not have the same kind and degree of resistance to degradation, a particular kind of -coating must be used for a particular set of conditions in order to obtain the maximum benefit. In ?addition to the above mentioned agents, organic coatings are degraded ?by sun-light, which is probably the severest single factor in the breakdown of organic coatings exposed outdoors. We can divide organic coatings, in a general way, into the following classes: (1) Conventional coatings, and (2) Special coatings.

Jan 1, 1958

By J. P. Messervey

THE story of the efforts made by the Department of Mines of Nova Scotia in the search for and investigation of mineral resources for the Canadian war effort began in the spring of 1937. During the past five years, however, heavy enlistments in the Active Service Forces by employees of the mining industry of the Province caused a recession in the production of coal, salt, and other essential minerals required to keep industry rolling on a wartime basis. A marked increase was shown during the period in prospecting for 'strategic' minerals, not only by individuals but also by some of the foremost mining companies. The Provincial Government offered encouragement in this field of endeavour by the enactment of legislation whereby the prospector was enabled to secure the maximum area of ground in a prospecting license at a minimum of cost. The labour requirements on the ground staked, however, remained unchanged. The Nova Scotia Department of Mines continued active investigation of minerals vital to the war effort. These included fluorspar, barytes, diatomite, limestone, and coal. Fundamental knowledge concerning the geology and mode of occurrence of these minerals was accumulated and extensive diamond drilling was carried out on the promising occurrences. Work in these fields is being continued.

Jan 1, 1945

"THE GOLD MINING REGION of Timmins - Val d'Or, astride the Ontario-Quebec border, has long suffered the effects of rising costs during the period when the U.S. price of gold was fixed at $35 per ounce. The federal government, through such assistance programs as that set up under the Emergency Gold Mining Assistance Act (E.G.M.A. ) in 1948, has subsidized the gold mining communities of Canada for a total of over $300 million to March 31, 1972. Of this, the Timmins - Val d'Or ""gold belt"" has received more than twothirds, almost $220 million. In spite of these continuous subsidies, only 12 gold mines are still producing in the Timmins - Val d'Or belt, whereas 71 mines have received subsidies for some period since 1948. The vital question is how the communities previously supported principally by the mining of gold will survive in the long run, as many of the older mines either are already depleted or are quickly becoming so. With the rising price of gold on the 'free market in recent months, prospects look a little brighter for the time being. Even with the increased official price of U.S. $38, which made the maximum government subsidized price about $48 per ounce, gold mines have not sold any gold to the government since January 1972 and some stopped doing so months before that. The populace of the region has not been enthusiastic about relocation nor about extensive retraining programs in the past and probably will not be in the future. So, when the remaining gold mines become depleted, the old problems of community depression will remain."

Jan 1, 1973

By Hector Monette

"AFTER SPENDING a lifetime in the mining industry it is normal that one should be concerned with the future of his profession, especially if he is directly responsible for the education and formation of future mining engineers. It is not necessary to insist on the importance of mining for Canada and for the entire world to prove the necessity of the Mining Engineer. A statement was made by Zay Jeffries, former vicepresident of General Electric Co., and here I quote: ""Even though minerals without man are of no moment, man would not be man as we know him without minerals ... ""minerals are as essential to the life of social man as food is to man himself"". This certainly expresses magnificently the purpose of the mining profession. These are the reasons why I have accepted to present my views on the future of the Mining Engineer. If I express some concern it is not because I feel that there is any danger for the profession to disappear; men will always respond to a challenge and this can be found in the extraction of minerals as well as in any other field of human endeavour. However, the first big question concerns the competitive position of Canada in the world of mining. To be made available to Canadians and to the rest of the world, all this tremendous potential mineral wealth that our country has been so generously endowed with by nature must be gained from the earth's crust at a competitive cost. Otherwise it will never become ore and will have no value. Let us not forget that although minerals are discovered, mines are not found but are made. So let us be more efficient mine makers. To accomplish this end, it is the duty of the different responsible organizations at all levels - be they governmental, para-governmental, public or private institutions - to do their utmost to assure the profitable development of our mineral wealth. The University has an all-important role to play in preparing all the specialists required by this intricate machine that mining is. All the different disciplines of engineering, health, social and -managerial sciences are needed for the good functioning of the mining industry. Although they are all essential, some will play a more important role as a member of the structure. In this discussion it is the role of the most important member, the mining engineer, who is actually responsible for the extraction of the minerals from the earth's crust that must be established. From this we will then be able to analyse his responsibilities and try to suggest the mining engineering program most suitable to prepare this engineer for his future role."

Jan 1, 1972

By R. Edinger

Aerospace and space products depend, probably more than any other products in industry, on advanced materials. While there are many ways of producing aerospace parts, in many cases the process does not allow the design of the metallurgical properties according to the part or product requirements in accordance with its mechanical configuration. Key to the next level of innovative manufacturing is the capability to control the amount of energy applied to the process, as well as the addition of materials in form of vapor or solid particles such as powder in order to build up the metallurgical composition required. With the development of a high speed pulsed laser-electron beam source, the LASTRON(TM) technology, we deliver the basic requirement for a digital manufacturing process of aerospace and space products. This technology, combining Laser and electron beam, finds application in welding, drilling-machining, and is currently modified to allow digital coating (PEB-PVD) methods. In addition to the coating, a powder metallurgical process, called Rapid Manufacturing (RM), will allow the precision melting of parts based on CAD/CAM files. The RM process and the digital coating will allow the production of graded aerospace alloys in parts for jet engines and aero-structures.

Jan 1, 2006

By Franc R. Joubin, Donald H. James

"The Property of Rix Athabasca Uranium Mines Limited is in the Beaverlodge area of northwestern Saskatchewan. The mine is 7 miles by road north from the Lake Athabasca port of Bushell which is 250 miles north by aircraft or boat from railhead at Waterways, Alberta.The Rix property is a portion of the former DD 1 concession, obtained in 1949 from the government of Saskatchewan when private prospecting for uranium became permissible. The concession was prospected in detail during the 1950 and 1951 field seasons and a great many radioactive show-ings were discovered. Development and drilling were concentrated in two and later three of these areas, and by late 1952 enough ore had been indicated in the Leonard series and ""Smitty"" zone to justify underground development by adit-drift and shaft respectively.Four hundred feet of drift development on the Leonard No. 1 vein and the sinking of a two-level vertical shaft with related lateral development on the Smitty zone were completed in 1953. In April 1954 the Smitty section was placed in production at a rate averaging 100 tons per day, thereupon becoming the first privately owned post-war uranium producer in Canada. The ore is shipped for processing 12 miles by truck to the mill of Eldorado Mining and Refining Limited.Until recently all of the Company's production was drawn from the Smitty orebody. In April, 1955, ore production commenced from the faulted west extension of the Smitty structure, known as the Rix 62 zone, and from the Leonard No. 1 vein.The Smitty orebody (see Figure 2) is an intensely brecciated lenticular zone bordering both sides of the Smitty fault. The breccia areas are irregularly mineralized with pitchblende, very sparse galena, and pyrite in a gangue of feldspar, chlorite, calcite, and silica, all thoroughly soaked with fine-grained hematite to produce the locally-called ""red alteration"".Tenor of the ore currently being mined is classified information. The average grade estimated, prior to production, was 0.20 per cent (4.0 lbs.) U308 per ton."

Jan 1, 1949

By Donald F. MacDonald

THE cement plant nearest to Nova Scotia is not far from Montreal. Cement is a heavy product which, because of its relatively low value, cannot stand a high freight charge without unduly enhancing its cost. This is one reason why cement costs are high in Nova Scotia. The regular retail price per bag (8772 lb.) in Antigonish is 85 cents, which would be $3.40 per Canadian barrel of 350 pounds, or $3.65 per American barrel of 376 pounds.It is said that the lowest wholesale price in Halifax is 65 cents per sack, which would be $2.60 per Canadian barrel or about $2.80 per American barrel. According to U.S. Bureau of Mines statistics, the average factory price for cement in 1937 was $1.48 per American barrel, which is practically the same as the value per barrel indicated in Dominion statistics for the Canadian output during that year. The difference between $3.40 and $1.48 is $1.92. It is evident that the average user of cement in the Mari-times pays a stiff premium because Maritime cement raw materials have not been developed. Rock-wool, the manufacture of which is rapidly increasing in Ontario and the United States, is much needed for building insulation in the cold climate of Nova Scotia.

Jan 1, 1939

By H. Clare Horwood

"Fractures and fracture zones containing veins and stringers of auriferous quartz in a quartz porphyry dyke are the principal structural features at the Howey and Hasaga gold mines. The 'break' containing the dyke was produced by a force from the northwest, the fractures in the dyke by compressive stress from the west.Both mines are in the north-central part of Heyson township, in the Red Lake area. They lie close to the southeastern side of the Dome granite stock. The Howey mine exhausted its ore reserves and ceased operations in November 1941. The Hasaga mine is producing at the present time (June, 1946).Mineralization was first discovered in the dyke in 1925 by the Howey brothers. Lorne Howey's discovery, which became the Howey mine, came into production in April, 1930; Ray Howey's find, which is now the Hasaga mine, started production in November, 1938.The total production from the Howey mine was 421,324 oz. gold and 144,253 oz. silver from 5,158,376 tons of ore hoisted ( 4,319,331 tons milled) during its 11 years of operation.The total production from the Hasaga mine from November, 1938, to December 31, 1945, was 124,434 oz. gold and 51,009 oz. silver from a total of 901,098 tons hoisted (721,361 tons milled).GENERAL GEOLOGYThe porphyry dyke containing the orebodies at the Howey and Hasaga mines lies a short distance southeast of the contact of a granite-granodiorite mass known as the Dome stock. The dyke fills a fracture trending N.65°E. in a tongue of Keewatin volcanic breccia that extends in a rather irregular manner into an elongate intrusive stock of dioritic rock known as the Howey diorite. The accompanying table presents the geological succession."

Jan 1, 1954

By D. W. Li

Due to the ultrasonic testing and mechanical wind speed sensor have high requirement for the environmental of the coal mine, the charge induction wind speed detection method based on wavelet analysis is proposed. The same wavelet disturbance detection method is used at a fixed distance to obtain an induction signal to obtain a pass time, and then calculate the magnitude and speed of the wind. Simulation and verification experiments show that the method has application across a wide range of test speeds (up to 60 m/s). The metal probe causes little pipeline flow field interference. The method is particularly well-suited to dusty environment, and does not cause dust deposition through long-term operation. It can be widely used in coal mines for point wind speed continuous online testing.

Aug 1, 2013

By D. Royston

In SAG mills fed with a variety of ore types, hard packing between the shell lifters can come and go depending on rock type and rock size distribution and the presence of a binder. Packing can appear in all sizes of SAG mills, and can be tenacious. High ball impact forces (depending on ball size) in larger mills may compact and encourage packing. Packing can have a negative impact on milling performance and a change in shell liner design may be required to remove it. However shell liner design changes need to be managed with care to ensure liner reliability. In smaller mills control of packing can extend shell plate wear-life and may help to maintain milling performance in fixed-speed mills through the liner wear-cycle.

Jan 1, 2012