Search Documents

By Robert C. Johnson

Water-swelling fluormicas and fluormontmorillonoids were synthesized and described. They were found predominantly in the system Mg0 - MgF2 - Si02, with varying amounts of Li+ or Na+, Some water-swelling synthetic minerals were prepared with only strontium or lead in the twelvefold position, Water- swelling compounds containing either K+ or Ba+ were not found. The synthesized water-swelling products were shown by electron microscopy, X-ray diffraction, and chemical analysis to be typically two-silica-layer, platy compounds, Except for the complete substitution of fluoride for hydroxyl, the compounds were similar to the natural micas or montmorillonites. The stability and properties of the compounds were further established by electrodialysis, by differential thermal analysis, and by anion and cation exchange methods. Fluoride in the interlayer positions was nonexchangeable except through decomposition of the product. Exchanging the sodium or the lithium of the synthetic fluormicas or fluormontmorillonoids with potassium ion, particularly those derived from KOH provided a product from which a completely inorganic paper of extraordinary flexibility was fabricated. This paper had excellent mechanical and electrical properties except for water adsorption and a high power factor. Neither of these problems was solved during this investigation. However, papers with dielectric strength from 1,500 to 5,000 volts per mil were readily fabricated, particularly from the lithium containing fluormicas or fluormontmorill onoids.

Jan 1, 1963

By H. R. Babitzke, H. Kato, R. E. Siemens, G. Asai

The purpose of this investigation was to develop a wide variety of columbium and tantalum alloys and to determine their suitability for use at elevated temperatures . Sixty - nine columbium and tantalum alloys were investigated . For this study , columbium was alloyed with two or more of the following : nium, tungsten , vanadium , titanium, and zirconium . Tantalum was alloyed with vanadium or hafnium, or hafnium and carbon . The fabricability was determined by an arbitrary procedure . Hardness measurements , elevated - temperature tensile properties , and oxidation- resistance studies were made . Of the alloys studied , Cb - 15 Hf - 5W, Cb - 15Hf - 5W- 10Ti , Cb - 15Hf - 10W- 10Ti , Cb - 10V - 5W, Ta - 30V , and Ta - 20 to 33Hf exhibited excellent high - temperature properties . These alloys were not only easy to fabricate , but they also had good oxidation resistance and excellent high- temperature strength .

Jan 1, 1964

By F. R. Cattoir

This Bureau of Mines study investigated molten salt electrorefining for beneficiating low-grade, high-carbon ferrochromium products which can be readily produced from domestic chromite concentrates. A second objective was to refine commercial ferrochromium into low-iron chromium products. Electrorefining of both types of ferrochromium in molten CaC12-NaCl-CrC12, CaCl2-MgC12-CrCl2, or KC1-LiCl-CrCl2 electrolytes produced chromium-iron products with virtual elimination of other impurity elements and some lowering of the iron content, Over 90 percent of the chromium present in the feed materials was recovered. The electrodeposited products were upgraded further by magnetic separation techniques into chromium containing less than 5 percent iron. The technical feasibility of preparing a premium chromium product from a low-grade, high-carbon ferrochromium made from domestic chromite was demonstrated. Chromium virtually free of carbon, oxygen, and silicon from high-carbon ferrochromiums was produced. In addition, the amenability of three commercial grades of ferrochromium to electrorefining and magnetic separation for preparing chromium metal containing less than 5 percent iron was determined.

Jan 1, 1969

By Joseph T. Singewald

The possible value of the red hematite iron ore of the southern Appalachian States, if some practicable method of concentrating it could be devised, has long been recognized. The ore is very low grade, and although in enormous quantities, particularly in the States of Alabama, Tennessee, and Georgia, is only at a few points rich enough to work, and even the best of it ranks among the lowest grade iron ores being mined in the United States. A cheap method of beneficiating this ore would make enormous quantities available and vastly increase the iron-ore resources of the country. However, this low-grade ore in effect constitutes a potential iron reserve, and as long as ample quantities of ore can be obtained elsewhere the question of its utilization does not demand immediate notice. Where these ores are in part of workable grade, however, a problem of more immediate importance arises which, from considerations of economy and prevention of waste in their mining, ought to be solved or, at least, attacked as quickly as possible. Where these ores are being worked they are usually intimately associated with lowergrade material that in mining is left behind. The difficulty and expense of going into ground broken by old workings makes the recovery of this lower-grade ore practically impossible and it is lost forever. Success in concentrating the red ores, therefore, would save material that is now being irretrievably lost. The successful largescale concentration of low-grade ore in the last few years on the Lake Superior iron ranges should encourage the attack of similar problems in the Birmingham district. While studying iron-mining methods in the United States for the Bureau of Mines, Dwight E. Woodbridge, consulting mining engineer of the bureau, was impressed with the importance of this problem, and believed it merited the attention of the bureau. Accordingly, Mr. Woodbridge had Mr. W. J. Penhallegon, general superintendent of ore mines and quarries of the Republic Iron & Steel Co., of Birmingham, send the author of this report five samples of the unworkable siliceous ores of the district. The results of concentration experiments with these ores made a more thorough 'and systematic investigation desirable. In consequence, the author subsequently collected samples in the district, and these became the basis of the experimental work described in this report. The results are published by the Bureau of Mines as a part of its efforts to increase efficiency in the utilization of mineral resources. The experiments were conducted in the geological laboratory of the Johns Hopkins University, Baltimore, Md., with the aid of Raymond Leibensperger, mining assistant. The chemical analyses were made by A. C. Fieldner, chemist, of the Bureau of Mines. The author wishes to express his appreciation of the courtesies extended to him by the mining companies of the district, and particularly to Mr. W. J. Penhallegon, of the Republic Iron & Steel Co. Thanks are also due Prof. W. B. Clark, director of the geological laboratory of the Johns Hopkins University, the unrestricted use of the facilities of the laboratory.

Jan 1, 1917

By Leonardo Lúcio de Araújo Gouveia

Este trabalho objetiva o estudo da influência da adição de fibras vegetais de bambu e cana-de-açúcar nas propriedades mecânicas do concreto. Para este trabalho foram confeccionados corpos-de-prova cilíndricos e prismáticos nos quais foram adicionados 2% e 5% em volume das fibras à massa do concreto. Após a cura, conforme NBR 5738 (2003) [1], os mesmos foram testados via ensaios de resistência à compressão conforme NBR 5739 (2007) [2], resistência à tração por compressão diametral, conforme NBR 7222 (2011) [3], resistência à tração na flexão conforme NBR 12142 (2010) [4] e módulo de elasticidade estático, conforme NBR 8522(2008) [5]. Verificou-se após os testes que todos os concretos produzidos atenderam a resistência mínima a compressão de 20 MPa, recomendado pela NBR 6118 (2003) [6] para fins estruturais. Foi observado um aumento da resistência à compressão em relação à mistura padrão. O concreto com adição de fibras de bambu apresentou melhor resistência mecânica em relação ao concreto com adição das fibras de cana-de-açúcar e ao concreto sem adição.

Aug 7, 2018

By Alfred Bellows

The objective was to develop and design a remotely operated temporary roof support system that provides a safe working environment between a freshly cut coal face and the last line of permanently supported roof in which to perform roof bolting activities. This system was to take the form of a retrofit package which could be adapted to a majority of the bolters currently in service. The result is an integrated piece of hardware which will retrofit onto virtually all single boom bolters by removing the drill boom and relocating and modifying the hydraulic controls. The system is composed of three basic components: a pair of cantilevered roof supports which reach forward to the desired line of support, a mast type drill unit for drilling holes and torquing bolts, and a transverse slide assembly to carry the drill from hole to hole across the entry without relocating either the bolter or the roof support. A converted bolter not only provides a much safer operation but is projected to increase the production speed as well as reduce the manpower required to operate a section.. This improvement in productivity is shown to make the job of retrofitting a bolter cost effective in less than two months and provide a potential profit thereafter. Based on the findings presented in this report it is recommended that a proto-type be built and tested in an underground coal mine to demonstrate its effectiveness.

Jan 1, 1976

By Walter Nelson

Considerable thought and discussion had been devoted toward provision for increased milling capacity at the Allenby concentrator of The Granby Consolidated Mining, Smelting and Power Company operations as early as 1940. During the war, plans for the installation of an additional grindi.ng unit were formulated but were not carried out. It took considerable time after the war to prepare the mine again for its highest rate of production since, with the scarcity of men, development work had been sacrificed in favour of maximum ore shipments. In order to prepare for the expected competitive market in copper, the matter of increasing the capacity of the concentrator was again given serious attention. As ore became available in the mine and the output of the mill was increased, limitations for a satisfactory recovery were observed, due to the overloaded condition of the classifier units at the higher tonnages. From a metallurgical standpoint, the ore from the Copper Mountain mine had always been difficult to treat on account of the finely disseminated character of much of the mineralization and the difficulty of grinding to the desired fineness. This trouble has become aggravated with time as an increasing amount of wall-rock has diluted the ore and lower grade orebodies have been mined. It therefore has been, and is, the practice at the concentrator to maintain the maximum amount of reduction in size of material fed to the flotation units as is possible for the daily tonnage to be milled. This means that all the grinding units are operated for the maximum possible time, and that the classifiers are regulated to return as much feed ?as possible to the mills. The number of tons to be milled for ?the day is determined by the concentrator superintendent after ascertaining the availability of ore from the mine, the condition of the concentrator ore bins, and the need for repairs in the rolls plant. In order to maintain the tonnage des1red, hourly estimates are made of the rate of grinding by weighing the amount of ore contained on one foot of each of the belts conveying the feed to the various ball-mills, and adjustments are made accordingly.

Jan 1, 1950

By B. Mishra

Several reactive metal purification processes using molten salts generate effluent from which significant quantities of metal can be recovered prior to discardinglrecycling the salt. A Salt-scrub [SS] process has been applied where the reactive metals are recovered as a metal-gallium alloy by calciothermic reduction of the metal compounds. The SS alloy compositions were produced by mixing, pressing and sintering the metal-powders. Measurement of metal recovery has been studied for cerium, silver, tin and lead. The process has been optimized for variables such as the metal quantity per kg of effluent salt, amount of excess calcium over stoichiometry, stirring rate and time and holding time at reduction temperature. Over ninety-seven percent metal recovery has been obtained under optimized conditions. The development of an alloy for efficient Salt Scrub processing reduces a major contaminated waste disposal problem as well as recovering the valuable reactive metal. Surrogate metals have been used in this work to study the behavior of plutonium.

Jan 1, 1994

By R. A. Friedel

THE UTILIZATION by the Bureau of Mines of infrared and ultraviolet-visible spectrometry in connection with coal research has led to some basic improvements in methods, including a calibration method, a quantitative assessment of infrared spectral energy sources, and the development and perfection of infrared filters and cells. The adoption of a micropipet method to flush organic samples into absorption cells permits the investigation of vapors from organic liquids and the identification of volatile organic compounds. The spectral method has been used to investigate the infrared spectra of metal chelates, the charge-transfer complexing properties of aniline and nitrobenzene, an infrared method for determining the presence of methane in coal-mine air that has been adopted for use in enforcing the regulations of the National Coal Mine Safety Act, and atmospheric pollution including smog and odor-causing oxidation and decomposition of organic materials. Correlation of spectra and structure of organic compounds, particularly aromatics, was studied.

Jan 1, 1966

By D. A. Buckingham

The Bureau of Mines evaluated potential availability of domestic nickel from 23 deposits, Evaluations included an estimation of in situ and recoverable resources, applicable mining and processing technologies, and capital and operating costs. Discounted cash flow analysis with a 15-pct rate of return was used to determine the average total cost of production of each operation, Identified in situ resources contain 9.0 million metric tons (t) of nickel; 5.5 million t is recoverable as nickel metal or ferronickel. Demonstrated in situ resources contain 8.2 million t of nickel; 4.8 million t is recoverable as nickel metal or ferronickel. No nickel is available at a total cost of production equal to the January 1983 market price of $3.24 per pound. Analyses indicate that potential annual production can only meet current consumption levels at a total cost of production of $7.60 per pound of nickel, Nickel's availability is contingent on (1) successful adaptability of nickel processing methods to domestic resources, (2) location of a smelting facility, and (3) marketability of byproducts and coproducts. Analyses were performed on the effects of byproduct and coproduct revenues, energy, labor, and transportation costs, and metallurgical recoveries on nickel's availability.

Jan 1, 1984

By J. F. McIlwain

Cobalt-base hardfacing alloys used for wear resistance consist almost entirely of metals largely imported into the United States. As part of an overall research program to help alleviate this foreign dependency, the Bureau of Mines has been investigating an iron-base alloy system as a potential replacement for cobalt-base alloys for some uses. To ascertain the melting ranges, thermal analyses were made of cast heats of alloys containing, in weight percent, 59-61 Fe, 16-19 Cr, 8-9 Ni, 1 Mn, 1 W, 1 Mo, 0.5 Cb, 0.6 Si, 0.3 C, and 0-12 stoichiometric TiB2. Powder alloys within this range of composition, prepared by mechanical alloying, were sized and applied to mild steel test coupons by nontrans-ferred-arc plasma spraying. The resulting thin coatings were >95 pet dense, with bond strengths of 35 MPa and hardness of 400 to 840 DPH. Abrasive and adhesive wear test data were compared to those of a plasma-sprayed cobalt-base alloy. A range of boride contents resulting in most promising properties was determined for further research.

Jan 1, 1985

By Jerry G. Rose

This paper addresses a process by which both the disposal and utilization of preparation plant coal refuse can be simultaneously accomplished with an attendant benefit of significantly increasing the percentage of extractable coal. A laboratory study is described in which coal refuse was successfully utilized as an aggregate in low cost concrete (coal-crete) mixes under simulated mine environments. Coal-crete specimens with compressive strengths of 14,000 kPa (2,000 psi) were consistently produced. A construction sequence and mining plans are offered for placing the low-cost coal-crete pillars in accessible areas in room-and-pillar mines so that a Substantial portion of the remaining coal pillars could be extracted. The method could be applicable in areas where mining procedures do not permit pillar extraction because of possible surface subsidence, roof problems, or other conditions. Possible structural difficulties with the coal-crete pillar support system are discussed. Using a discounted cash flow analysis, the economic feasibility of mining with the coal-crete pillar system is investigated. The cost of the coal-crete pillar system is compared to the cost of a mining system which would have less coal recovery. The analysis indicates that although at higher coal selling prices the coal-crete mining system may yield an acceptable rate of return, the alternative of leaving the coal pillars is more attractive at the present time.

Jan 1, 1977

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 Wilbert J. Huff

The organization of the Explosives Division is indicated by the accompanying chart (fig. 1). As this has been discussed in a previous report3/, it will not be considered further in this report. The activities of the various units are outlined below. I. INFLAMMABILITY OF GASES AND VAPORS4/ Determination of the Explosion Hazards of Combustible Gases and Vapors Found in Mines and Industries The Explosives Division maintains, at the Pittsburgh Experiment Station, a laboratory specially equipped for the determination of the explosion hazards of combustible gases and vapors. Of particular importance, is the determination of the chemical composition within which explosions may occur and beyond which there is no danger of explosion, combustion or inflammation. These limits, known as the limits of inflammability, as determined by this and other laboratories, have been compiled in Bulletin 279 of this Bureau. The last revised edition (1931) of this bulletin has been exhausted. Since it was published, the Pittsburgh laboratory has determined the limits of about 40 combustibles and has ascertained more precisely ant accurately many previously published limits.

Jan 1, 1938

By Sejong Kim, Younghoon Moon, Youngseon Lee, Eunyoo Yoon, Yonghyun Song

"Mg alloy has a high specific strength, however, their thickness reduction was limited on most parts because of their poor stiffness. Since the modulus of rigidity is an intrinsic property, improvement of modulus of rigidity to the enhancement of stiffness is impossible. Therefore, the modification of shape and structure is available method to enhance the stiffness of real part fabricated by Mg alloy sheet. There are many thin walled parts which are located in outer section of electromagnetic system.Poor stiffness is often shown on wide surface area part with steel sheet, which has also high modulus of rigidity. In these cases, various groove patterns are used to increase the stiffness of part. However, some different methods have to be used when general groove pattern can’t be used. So, we would like to propose some new method to high stiffness on thin walled precision forging of Al or Mg alloys.An effect of proposed method on stiffness enhancement can be confirmed by fabrication of prototypes as well as structure and forming analysis based on FEM."

Jan 1, 2015

By Seth T. Reese

REPORTS received from operating companies by the Bureau of Mines, United States Department of the Interior, indicated marked progress in the reduction of injuries to employees in the coking industry in 1951 as compared with 1950. The fatality rate (0.14) per million man-hours of exposure declined 33 percent and was the second best performance since statistics on the industry were first collected in 1916. The nonfatal-injury rate (10.94), the best since 1940, declined 8 percent and was bettered only in 8 of the past 36 years. The nonfatal rate is based on all injuries resulting in loss of time for more than the remainder of the day on which the injury occurred. The exposure to hazard, as represented by the number of man-hours of work time during the year, was 7 percent higher than in 1950 and, except for the year 1943, was the highest since 1920. The fatality rate for men employed at beehive-coke ovens decreased 16 percent and the nonfatal-injury rate 23 percent, while the man-hours of work time or exposure increased slightly over 16 percent. The fatality and nonfatal-injury rates at byproduct ovens declined 33 and 2 ½ percent, respectively, while the number of man-hours worked increased 6 percent.

Jan 1, 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 Kenneth M. Maas

The Bureau of Mines inventoried the land in southwestern Alaska to classify ownership and availability and compared this land with known mineral terranes and mineral deposits. This report discusses and quantifies the potential for favorable location of mining claims for metalliferous (locatable) mineral deposits. Of the nearly 24 million acres that constitute the study area, approximately 3.6 million acres or 17% are available for mineral location, 3.4 million acres or 14% are available with restrictions, and 17 million acres or 71% are unavailable. Mineral terranes are known to underlie about 7.8 million acres or 33% of the study area; 3 million acres or 38% occur on land available for mineral location, 1.3 million acres or 17% occur on land available with restrictions, and 3.5 million acres or 45% occur on unavailable land. The State of Alaska has opened over 91 % of its land in the study area to mineral location; in comparison, the Federal Government allows mineral location on 0.07% of the land under its jurisdiction. There are 117 known mineral deposits or occurrences within the study area, including 77 lode deposits and 40 placer deposits. Of the 41 lode deposits occurring within a mineral terrane, 2 occur on available land.

Jan 1, 1988

The Louvicourt Mine is located 600 km north of Montreal in the province of Quebec, Canada. The owners are Aur Resources Inc (30 per cent), mine operator, Novicourt Inc (45 per cent) and Teck Corporation (25 per cent). It is an underground mechanised operation with a total work of 290 employees. Since 1994, the mine production is 11 120 456 tonnes at 3.60 per cent Cu, 1.51 per cent Zn, 26.07 g/mt Ag and 0.96 g/mt Au. At a rate of 4300 tonnes per day 365 days per year. Louvicourt Mine is a copper operation since 80 per cent of our revenue is from copper. The mining method is transverse blasthole stoping, mining primary and secondary stopes. The stope dimension is 15 m wide by 30 m high and 10 m to 80 m long for primary stopes. The secondary stopes are limited at 25 m long. Close to 100 000 metres of production drilling per year is required for 115 mm and 165 mm diameter holes. Backfilling is done with pastefill from the start of the operation in 1994. The binder ratio is 4.5 per cent in primary and two per cent in secondary stopes (80 per cent slag and 20 per cent cement). Development requirement to maintain production was 5000 m from 1996, 1997, 1998, 4200 in year 1999, 3200 m in year 2000 and an average of 2500 m in 2001 and 2002. Typical 6.0 m + 4.3 m, 4.9 m + 4.6 m and 4.5 m + 4.6 m headings. In addition more than 1500 metres of development will be excavated in/under paste backfill before 2004. A total of 60 mobile units are required among which for lateral development (three two boom electric hydraulic jumbos û AC Boomer 322, four electric hydraulic roofbolters û Maclean MEM-928 and AC Boltec PL350 and two anfo loader truck û Dux) and for production (four ITH drills û MTI, one electric hydraulic longhole drill û AC Simba H1357, eight LHD û AC-Wagner ST8-B, 1 LHD ST-1000 and two haulage 30 tons trucks û Dux. The 1 January 2002 reserves are 4.1 M tonnes grading 3.1 per cent Cu and 1.9 per cent Zn at an NSR (Net Smelter Revenue) of $US 53. The operating mining costs were at an average of $US 23 from 1996 to year 2000 and $US 25 in 2001. The operating costs ranged from a low of $US 0.41 per pound of copper in 1999 to a high of $US 0.49 per pound of copper in 1998.

Jan 1, 2002