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By Charles W. Frey

OF all the machinery used in mining work, mine cars are probably the most abused. They are hauled through water and muck, up hill and down grade, whipped around curves, bumped and jerked, and exposed to the ravages of the weather. However, as a general rule their lubrication is not altogether neglected. The mine operator may not heed the extra drag that a frozen conveyor bearing gives, but he is all too aware of the increased load that faulty mine car wheels put on his power plant. When the circuit breakers begin to fly, and when his mine loco- motives come out with only half the cars that they were able to carry a month before, then neglected mine car wheel lubrication becomes apparent, and woe to the person responsible.

Jan 1, 1938

By W. A. Wall, R. L. Kidd

IN present-day flotation practice, grinding of the flotation feed is carried to extremely fine sizes, 70 to 80 per cent minus 200 mesh being customary. The greatest flotation losses occur in the coarsest and finest sizes, but the losses in the very fine sizes are, of course, much the more important because of the large proportion of fines in the feed. These losses are particularly high in zinc ores so a study of the effect of size on the flotation of sphalerite has been made. The mineral used in these experi¬ments was a pure sphalerite, especially free from copper, from the Joplin district in Missouri. The sizes coarser than 200 mesh were separated by screening, the sized mineral then being deslimed on a Wilfley table. The sizes finer than 200 mesh were obtained by water elutriation as described by H. R. Bradford (M. S. Thesis, University of Utah, 1932) ; particles finer than 6.5 microns could not be obtained with the apparatus used.

Jan 1, 1933

By Charles Legrand

In many iron, coal and copper mines where large tonnages are known before starting operation and proper provisions can be made, the problems of electric traction by trolley locomotives are not very different from those of surface plants. In such installations the gauge of the track, the radius of curves, and the clearances, both vertical and horizontal, can be made to suit the conditions of the traffic. It is more difficult to install electric traction in mines which were started with hand tramming and where no consideration was given to the possibility of mechanical traction being used. The writer having had some experience in the installation of electric traction in copper mines, the following remarks apply more particularly to these mines. With the gauge of track usually 18 or 20 in., the weight limit of locomotives obtainable from manufacturers in this country varies from 3 to 6 tons. The full-load speed varies from 49 to 6 miles per hour. These locomotives, being made to run on very small radius curves, have a short wheel base and a long overhang from axle to coupling, which necessitates a coupling' with a good deal of lateral motion to avoid derailing the cars on sharp curves, especially if couplings are of the standard railroad automatic type. Although 3-ton locomotives will run on 12- or 16-lb. rails, it has been found more satisfactory to use 25-lb. rails, as the track keeps in much better shape, it is easier to maintain the bonding in good order, and fewer derailments from dirt on the track occur with the larger rails. Where 6-ton locomotives are used the 25-lb. rails are satisfactory, but 40-lb. rails have proved cheaper where the traffic is heavy and the ground is soft, as the track maintenance is considerably lower with the heavy rails. The locomotives will run on 15-ft. radius curves, but on through runs it is advisable not to go below 40-ft. radius. The voltage used should not exceed 250 to 275 volts, and the trolley wire should be protected, to prevent accidental contacts, in front of chutes and at all points where it is low. With the air lacking somewhat in oxygen and the heat and high humidity prevalent in many mines, this

Jan 1, 1915

By AIME AIME

THE Wednesday morning session was devoted entirely to the consideration of the tentative code for coal mine ventilation. A. W. Hesse is chairman of this subcommittee. E. A. Holbrook presided at the session and assisted by A. W. Hesse and George S. Rice, gave the historical background of the movement for a ventilation code. They stressed the point that this was to be an engineer's code, and that it was hoped that it might serve as a valuable guide to operating companies in securing greater efficiency as well as safety in ventilation. The discussion was continued into the afternoon session, and by adjournment the entire' code had been covered.' Many sections were referred back to the Committee for further study and several new sections were suggested. The various opinions and new ideas brought out during the discussion proved very valuable and. contributed much to the progress being made in the preparation of this code.

Jan 1, 1929

By C. R. Ince

The term "differential flotation" is used to denote a flotation operation in which separation is effected between two or more minerals of the same class; e. g., lead sulfide from zinc sulfide, pyrite from blende, chalco-pyrite from pyrite, chalcopyrite from blende. At present, so far as published work shows, there seem to be two theories as to the mechanics of differential flotation. The earlier and more generally accepted theory is that the so-called depressing agents alter the surface of one or more of the sulfides in the ore, either by chemical action or adsorption, so that it is no longer amenable to flotation, but that these depressed sulfides can be revived, after the unaffected sulfide has been floated, by reagents which react chemically with the altered surface and make it amenable to flotation. More recently, Professor Taggartl has advanced the theory that slime adsorption is an important factor in differential flotation. He believes that, with the proper use of a class of agents, which he calls dispersion agents and which include practically all the depressing agents, one can cause the slime to adsorb differentially on sulfide surfaces. A gangue-slime coated sulfide surface will act as a gangue particle and will not float. If, subsequently, an agent that will remove the gangue-slime coating is added, the sulfide again assumes its original surface and can be floated as an ordinary sulfide. This is the basis of the slime theory of differential flotation. Timber Butte mill at Butte, Mont., is a typical lead-zinc flotation concentrator. Neihart ore, chosen for investigation in this work, is one of the custom ores treated at that mill. Practice at Timber Butte mill in February, 1928, was as follows: A combined lead-zinc concentrate was first made using 0.2 Ib. per ton on the ore of potassium xanthate and 0.03 lb. per ton of Cleveland Cliffs oil after 1.5 lb. per ton of lime and 1 lb. per ton of calcium chloride has been added just before the ball mill. The concentrate was then thickened to 70 per cent. solids. Potassium cyanide to the amount of 0.3 lb. per ton and zinc sulfate in the quantity of 0.5 Ib. per ton were added to the thickened pulp and the whole

Jan 1, 1930

Jan 1, 1966

By Barry D. Lichter, Pierre Sommelet

High-temperature heat contents of InAs and GaAs were measured over the temperature range 400°K to temperatures above the melting points using a di-phenyl ether drop calorimeter. Smoothed values of the thermal properties have been derived and tabulated at even temperature interuals . The heats of fusion of InAs and GaAs were determined as, respectively, 8790 ± 200 and 12,590 ± 300 cal per g-atom at the respective melting points of 1210º ± and 1513º ± 1°K, yielding entropies of fusion of 7.26 * 0.16 and 8.32 ± 0.20 cal perºK per g-atom, respectively. A general discussion of the thermal properties of III-V com-pounds is given. THE low-temperature heat capacities of InAs and GaAs have been determined by Piesbergen.1Using a dynamic temperature modulation technique, Miller2 has determined the heat capacities of the compounds as well as GaSb and Ge between room temperature and 650°K; however, it has been observed that values determined by drop calorimetry for GaSb3 and for germanium4 are consistently about 5 pct lower than Miller's results. Cox and Pool10 report values for the heat content of InAs and GaAs and the heat of fusion of InAs. No value for the heat of fusion of GaAs appears to have been previously reported. This paper reports results of high-temperature heat content investigations of InAs and GaAs measured in the range 400" to above 1500°K employing a diphenyl ether drop calorimeter. These results, together with our previous results on III-Sb compounds3 as well as heat-content measurements5 of solid InP and Gap, are used in a general discussion of these compounds. EXPERIMENTAL PROCEDURES High-purity samples of the compounds, stoichio-metric to ±0.1 at. pct, were supplied in the form of crushed crystal fragments by Dr. Carl Thurmond of the Bell Telephone Laboratories. The sample preparation, description of the calorimeter, and details of the heat content measurement have been previously described.3 Samples were sealed in evacuated silica capsules and suspended by a Pt-Rh wire in a Pt-wound vertical tube furnace, heated to temperature

Jan 1, 1970

By J. F. Myers

A bit of old philosophy: The optimist, the pessimist, The difference is droll; The optimist, the doughnut sees, The pessimist, the hole. This is a neat summation of the viewpoint of those engaged in "treating the crude mineral crust of the earth." Many of those in high places have reminded us during the year of the diminishing supply of the resources so essen-

Jan 1, 1948

By G. W. Tower

THE YEAR 1931 was for most American copper producers one of restricted output but extremely low production cost.. When compared with 1929, the marked reductions in costs achieved in 1931, operating at rates in many instances a third to a half of capacity, can only be regarded as remarkable. In fact, the recent shut-down of several large operations suggests the probability that 1931 costs represent a bare minimum for many properties. Before discussing the 1931 results a few remarks on cost data are appropriate. The type of cost tabulation here presented was first published in 1929, (A. B. Parsons. E. & M. I. June 8, 1929), and has appeared each, succeeding year following in general the calculation method and company set-up of the original article. (. G. W. Tower, E. & III. L, July 8. 1930; S. D. Strauss, E. & M. J.; July 27, 1931). As far as possible the leading American copper companies are included. In considering these cost tabulations it must be borne in mind that the information from which they have been prepared is entirely contained in the annual report of each company; and that a multiplicity of interests and a condensed income statement for some of the larger companies, such as Cerro de Pasco and Kennecott, make the cost figure an arbitrary one depending upon sundry metal credits, metal products, miscellaneous income, etc. For Granby, Howe Sound. Magma, and Noranda, sundry metal credits are important. Furthermore Andes, Chile and Greene Cananea give costs only against copper sold. Although the individual costs here figured are by no means absolute they are computed by the same method each year and offer a basis of annual comparison; and with attention to footnotes the premises on which the costs are based may be easily followed.

Jan 1, 1932

Organization Place Date 1919 American Society of Civil Engineers..: Twin Cities, Minn. June 17-20 American Society of Mechanical Engineers Detroit, Mich. June 17-20 American Institute of Chemical Engineers Boston, Mass. June 18-21 American Drop. Forge Association Pittsburgh, Pa June 19-21 American Institute of Electrical Engineers Lake Placid, N. Y. June 24-27 American Society for Testing Materials Atlantic City, N. J. June 24-27 Society for Prom. of Engng. Education Baltimore, Md. June 25-28 American Chemical Society Philadelpia, Pa. Sept. 2-6 National Assn. of Stationary Engineers Huntington, W. Va. Sept. 8 American Peat Society.. Minneapolis, Minn. Sept. 22-24 American Iron; Steel Electrical Engineers St. Louis, Mo. Sept. 22-26 American Institute of Min. and Met. Engineers, Chicago, Ill. Sept. 22-27

Jan 6, 1919

By Benjamin Gi ldersleeve

Uniquely colored, thin-bedded quartzite is quarried between Crossville and Crab Orchard in Cumberland County, Tenn. It is produced in all sizes up to the limits of transportation from beds usually ranging in thickness from less than 1/2 in. to 6 in. The stone is very resistant to wear and weathering and is marketed throughout the country for many different purposes in exterior and interior construction. The annual production exceeds 36,000 tons, valued at nearly $1,000,000.

Jan 1, 1950

By J. H. Bowden

The shaft-plant here described was put in operation in September, 1895, and the No. 6 slope-motor was started in May, 1896. The plant comprises : One Norwalk three-stage compressor l21/2, 91/2 and 5 in. diameters of air- and 20 in. diameter of steam-cylinder, all 24 in. stroke; capacity at 100 revolutions, 296 cu. ft. of free air per minute, compressed to 600 Ibs. per sq. in. A main pipe, 5 in. diameter, 4380 ft. long, with five charging-stations in No. 6 Shaft, and a branch of 3 in. pipe, 3100 ft. long, with three charging stations, in No. 6 Slope. These pipes on each line charge a Porter compressed-air motor, with 7 by 14 in. cylinders, and four 24 in. drivers, weighing about eight tons, with a tank-capacity of 130 cu. ft. of air at 550 lbs. pressure in the main tank, reduced to 160 lbs. in the 8-in. auxiliary tank of 4.2 cu. ft. capacity, supplying the cylinders. The No. 6 shaft run averages 4000 ft. each way on grades of $ to 23/4 per cent., and averaging close to one per cent. in favor of the loaded cars. The No. 6 slope run averages 2100 ft. with nearly the same grades. The mine-cars weigh 2800 Ibs. empty, and about 9800 lbs. loaded, and are hauled in trips of 12 to 20, averaging about 15 cars. The shaft-motor now hauls about 355, and the slope-motor 320 cars per day of 10 hours, replacing in the shaft 17 mules, and

Jan 1, 1901

By Edward Richardson

As DEVELOPED up to the end of the Great War, an airplane was essentially a mechanism of wood and fabric, joined and held together by metal fittings and, fastening. The engine and accessories, wire for wheel spokes and other tension members, and the occasional use of metal for interplane struts and the shafts of surface controls required some metal, but essentially it was a. wood and fabric structure. Attempts had been made to use metal for other purposes, such as struts in the drag-trussing of wing panels and for short interplane struts, and Junkers had produced an airplane of iron in 1915. By 1917 he was using steel tubes and duralu-min sheets, securing noteworthy advantages aerodynamically and from the standpoint of weigh PRINCIPLES OF AIRPLANE CONSTRUCTION The loaded weight of airplanes ranges from 500 lb. for the light plane of which we heard so much a short time ago, to about 40,000 lb. The great majority of planes range from 2000 to 10,000 lb. Of this weight from 15. to 30 per cent. is for the dividend-earning load. This percentage is so low that every per cent. saved on the rest of the weight increases the pay load from 3 to 6 per cent. The economic value of every pound that can be saved in designing or constructing a plane is sufficiently great to warrant spending money on refined methods of structural analysis, materials of superior strength properties for a given weight, methods of manufacture which may make possible the use of refinements in structural design, and the like, to an extent unknown heretofore.

Jan 1, 1928

By R. S. Botsford

SPECULATION as to when and under what conditions mining may be resumed in Russia by foreign interests is becoming more interesting. Circumstances have changed so completely that all new projects must give careful consideration to the conditions as they exist at this time. For example, it is now estimated that a certain copper company in Russia can produce copper and put it on board ship at seaboard for 8 1/2c. per lb., crediting the copper with the value of precious metals contained. It is further estimated that in some places gold can be produced at a cost of about one-half of its value; platinum can be produced even more advantageously. Transportation, which is absolutely necessary for mines of coal, iron or manganese ore, as well as for an industry consuming either coal or coke, is not so essential for the operation of a gold or platinum dredge when the dredge has once been put into operation; after that, food is the principal material for which transportation must be provided. During 1922 the operators in the Urals, who had combined in a so-called platinum trust, expected to produce about 2340 lb. of crude platinum but the amount actually recovered during that season was reported as only 1620 lb., most of which came from hand workings; Nicolo Pavda had the principal dredges in operation during that year. In preparation for 1923 operations, about $400,000 worth of repair parts were obtained in England. At least two American-built dredges and one Putiloff dredge are reported in operation at Nicolo Pavda and it is supposed that most of the better dredges in the platinum district are now working.

Jan 12, 1923

By Walter E. Mingramm

The construction of rescue-apparatus on the principle of furnishing the wearer with air from a tank containing it under high pressure was given up by inventors about 20 years ago. Such an apparatus must supply continuously, for not less than two hours, nearly 50 liters of pure air at atmospheric pressure per minute, or a total of 6,000 liters (210 cu. ft.); and a cylinder containing this amount of air, under 2,000 lb. pressure, would weigh 180 lb. or more. Although apparatus has been recently constructed utilizing liquefied air, no experiments have been made to determine the regularity with which the air is generated, nor has its chemical composition been determined. Moreover, the chief objection to such an apparatus is the difficulty and cost of keeping on hand a large quantity of liquefied air. The system of furnishing the wearer of a breathing-apparatus with air which has given the best results, and has found

Jan 1, 1909

By William H. Shockley

THERE was an, extensive mining and industrial exploitation of Russia, about 20 years ago, by Belgian, French and British capitalists; but the results were discouraging. It is said that the Belgian and French public together lost approximately $400,000,000, chiefly in the coal and iron industry of southern Russia. This loss is largely accounted for by the fact that most of the companies were formed, as usual in " boom " times, to sell stock; and that thorough investigations were not made. In 1906, renewed interest was taken in Russian mines, especially in those of gold and copper, and a considerable literature is growing on this subject; but as yet I have seen no account of one of the large Russian mining estates. The following notes on such property, where the conditions are so different from those in the mining regions of the United States, should be of interest This inadequate and probably somewhat inaccurate account is made up, partly from my own notes made on the ground, in the summers of 1904 and 1905, and partly from a volume on the geology and resources of the estate issued several years ago, containing surface-and mine-maps, and from a pamphlet published in 1904, giving a general account of the condition and prospects of the property. This pamphlet includes a report made by Arthur L. Pearse, a member of this Institute, in 1899. Both these books are in Russian, and were prepared by the Bogoslovsk Mining Co., which owns and operates the property. Articles in many other languages have appeared dealing with various matters connected with the estate; but I know of no other general account of it. In numerous books and articles on the Urals and Siberia, however, localities are described in which somewhat similar conditions prevail. Recent papers by

Mar 1, 1908

By Brahm Prakash, R. Schuhmann

Chemical conditions for flotation and nonflotation of quartz with oleic acid as collector and barium, calcium, aluminum, iron, and tin as activators were studied using a simple vacuum-flotation technique in glass-stoppered graduates. The detailed study of barium activation led to an interpretation based on ideal Langmuirian chemisorption.

Jan 1, 1950

By Austin E. Dwight

IT has been shown by Oelsen and Wever' that the effect of a solute element on the allotropic transformation in iron is dependent upon the quantity

Jan 1, 1957

By R. D. Parker

LARGEST of any hoist installation ever manufactured in Canada is that being erected at No. 5 shaft, Creighton mine, of the Inter- national Nickel Company of Canada, Limited. It is a bicylindrical conical- drum hoist with the drums arranged in tandem, and driven by two direct- current motors through single reduction gearing. This hoist was designed by the Canadian Allis-Chalmers, Limited and manufactured at their works in Lachine, Quebec.

Jan 1, 1936

By John Boardman

THE latest metal-mine accident report available for the United States is that of the Bureau of Mines for the calendar year 1919. Quoting from Table 20, p. 53, of that report, we find that there were 468 men killed, 7 permanently totally disabled, 321 permanently partially disabled, 7848 injured seriously (more than 14 days disability), and 23,330 of 1 to 14 days disability. We have no records to show what the average days lost per case of accident is, but the records for the Anaconda Copper Mining Co. show that, leaving out the fatalities and total permanent disabilities, and counting those in which the lost time was one or more days, the actual days lost due to accidents, for the Butte mines and shops for five years, 1917-1921, were as follows: Accident Statistics, Butte Mines and Shops of A. C. M. Co. Rate Shifts Days Lost Year Accidents Total Shifts 10,000 Shifts Days Lost Per Acci-dent 1917 2,661 3,169,720 8.395 26,734 10.05 1918 2,765 3,545,149 7.799 39,199 14.17 1919 1,381 1,853,143 7.452 22,797 16.50 1920 1,376 1,879,410 7.321 20,164 14.65 1921 376 776,461 4.842 8,287 22.03 Total... 8,559 11,223,883 7.625 117,981 13.80 In order to place an economic value. on this loss, we will assume that all the 468 fatalities and the 7 total permanently disabled in the United States were com-pensated for at the rate which applies in the State of Montana, that is, $5000 each, and that the 8169 serious accidents in the United States were compensated for at an average of $70 per case, thus bringing the estimated compensation paid by metal-mining companies in the United States to the enormous total of $2,946,830 for the year 1919. The figure of $70 per case was obtained by dividing the total amount paid by metal-mining companies under Plan No. 1 of the Montana Compensation Law, for the first five years of its operation, by the total number of serious accidents for those years.

Jan 9, 1922