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By J. H. East, E. R. Maize

Probably no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. SO far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. Adjustments of Diesel Engines foR Underground Use A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn I lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:1, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Dicsel Operates hi confined places should contain less than % pct of carbon dioxide and at least 20 pct of

Jan 1, 1949

[University of Alabama University, Alabama Mining and Metallurgical Society (Inactive) University of Arizona Tucson, Arizona Miners' Society ROBERT HIGH, President RICHARD FLAGG, Secretary J. B. CUNNINGHAM, Faculty Sponsor Birmingham-Southern College Birmingham, Alabama Geology Journal Club (Inactive)]

Jan 1, 1946

Jan 1, 1905

By P. Barnes

The subdivisions of this account are numbered 27, 28, 29, 30, 31, 32, and 33, in the general series of construction accounts, and give the details of cost of the various items of the work, as noted below: Accounts 32 and 33 relate to hand-tools and to heaters, and, being quite small in total amount, are omitted in this statement.

Jan 1, 1879

By A. T. Yu

As the first year of full-scale shiploading operations nears completion, Chile's twin ports of Chafiaral and Caldera have proved instrumental in promoting the growth of that nation's iron ore industry. Located on the Iron Coast several hundred miles below Antofagasta, the two ports boast of new conveyor shiploading facilities uniquely adapted to their coastal environment. Until recently, iron ore producers in this region of Chile have been hampered by antiquated methods of loading crushed ore on ships for transportation to foreign buyers. Use of the "truck-to-lighter- to-ship" method, which dominated heretofore, was too slow and costly to permit expansion of productive mines and exploitation of new high-grade discoveries to meet the growing world demand for such ore.

Jan 8, 1960

By P. H. Dudley

I HAVE taken the liberty of calling the researches herein mentioned industrial, to distinguish them from those strictly scientific, where every known appliance is used to insure accuracy in determining principles. The industrial researches are made to ascertain wherein we have failed to embody, in practice, the principles which have been fully demonstrated by the more purely scientific investigations. So far the researches have been mostly confined to the conditions of combustion as used in locomotive furnaces, although we have examined, to some extent, furnaces under marine and stationary boilers. The products of complete combustion are gases, and, knowing what we should have, it is at once shown by analyzing the products whether the desired reactions are taking place. In spite of imperfect furnaces, lack of system in the arrangement of grate-bars and exhaust nozzles, the results are not altogether vitiated, because the analyses are not closer than one-tenth of one per cent., as under the present conditions it is hardly possible to collect gas exactly under the same conditions at different times. All of our industrial operations have developed in the past few years so rapidly, nearly all of them paying, that, until within the past three years, comparatively little attention has been given to their economy outside of the profession. Great corporations have not asked and considered the question in earnest, can we utilize our heat so as to produce the same effect at less cost? The applications of heat are so extensive, entering into every branch of industry, the principal power used to carry on metallurgical processes, to conduct transportation, that its economical generation becomes of universal importance; in fact, its economical generation and application is the leading industrial question of the day. It is stated by those who have given the subject much attention, that in our best steam-engines not over 10 per cent of the theoretical value of the fuel is utilized, and upon locomotives it is far less, probably not exceeding under the most favorable circumstances 5 or 6 per cent. In recent experiments made with the dynagraph, in drawing trains upon the Lake Shore and Michigan Southern Railway from Cleveland to Erie, 95i miles, we found the force required to draw a stock train of 709 tons to be 2,498,396,320 foot-pounds, exclusive of the force to move the locomotive itself. We

Jan 1, 1876

By P. H. Dudley

I have taken the liberty of calling the researches herein mentioned industrial, to distinguish them from those strictly scientific, where every known appliance is used to insure accuracy in determining principles. The industrial researches are made to ascertain wherein we have failed to embody, in practice, the principles which have been fully demonstrated by the more purely scientific investigations. So far the researches have been mostly confined to the conditions of combustion as used in locomotive furnaces, although we have examined, to some extent, furnaces under marine and stationary boilers. The products of complete combustion are gases, and, knowing what we should have, it is at once shown by analyzing the products whether the desired reactions are taking place. In spite of imperfect furnaces, lack of system in the arrangement of grate-bars and exhaust nozzles, the results are not altogether vitiated, because the analyses are not closer than one-tenth of one per cent., as under the present conditions it is hardly possible to collect gas exactly under the same conditions at different times. All of 'our industrial operations have developed in the past few years so rapidly, nearly all of them paying, that,, until within the past three years, comparatively little attention has been given to their economy outside of the profession. Great corporations have not asked and considered the question in earnest, can we utilize our heat so as to produce the same effect at less cost? The applications of heat are so extensive, entering into every branch of industry, the principal power used to carry on metallurgical processes, to conduct transportation, that its econonlical generation becomes of universal importance; in fact, its economical generation and application is the leading industrial question of the day. It is stated by those who have given the subject much attention, that in our best steam-engines not over 10 per cent of the theoretical value of the fuel is utilized, and upon locomotives it is far less, probably not exceeding under the most favorable circumstances 5 or 6 per cent. In recent experiments made with the dynagraph, in drawing trains upon the Lake Shore and Michigan Southern Railway from Cleveland to Erie, 941/2 miles, we found the force required to draw a stock train of 709 tons to be 2,498,396,320 footpounds, exclusive of the force to move the locomotive itself. We

By Raymond B. Ladoo, C. A. Stokes

This paper summarizes the economic problems of the industrial mineral industries which are essentially different from those of the metals and the fuels. Failure to understand and evaluate such factors as markets, place value, and substitutions of one mineral for another may be disastrous. The engineer should be as responsible for profitable operation as he is for technical efficiency. The Raw Materials Survey of Portland, Oregon, is described.

Jan 2, 1950

By R. L. Curfman

WHEN the Uranium Reduction Co. mill was put on stream in October 1956, one of the many operational problems was that the sand-slime separation circuits could not produce a satisfactory RIP feed, inasmuch as production greatly exceeded de- sign capacity. The original cyclone portion of the circuits consisted of two stages of three 14-in. cyclones in each circuit, as shown in the condensed flowsheet. The high percentage of +325 mesh material in the over- flows of these 14-in. cyclones was not consistent with good operation, and flow rates per ton of ore were high, indicating that not enough of the total solids in the ore was being rejected as sands. It was inferred by members of the metallurgical department that returning the underflows, or sand fraction, from these cyclones back into the drag classifiers was the primary reason for dirty feed.

Jan 7, 1958

By J. Avraamides

Many of the current methods for producing metallic silver particles having specific characteristics involve several steps, are time consuming and subject to contamination. The novel non-aqueous chemistry of silver and copper is used in a simple two step process capable of producing high purity silver powders of specific size and shape. The chemical basis of the process involves the manipulation of the equilibrium -- Cu(I1) + Ag [=]Cu(1) + Ag(1). The addition of at least 50% (V/V) acetonitrile (CH3CN) stabilizes both Cu(1) and Ag(1) ions in aqueous sulphate medium, and the metallic silver dissolves. Removal of the volatile nitrile by distillation reverses the equilibrium and silver powder is precipitated. The nature of the powder depends on the presence of additives such as gelatin, thiourea and polyacrylamide.

Jan 1, 1984

By Walter S. Landis

The earliest example of attempting to form finely-divided materials into larger masses for better adaptation to commercial use mas probably the briquetting of peat and lignite-waste at Paris by the use of a clay binder. It was from this attempt that our word briquette has arisen (Fr. la brique), the formed masses being shaped similar to ordinary bricks. This term does not, however, lend itself to the many shapes of such formed material as are now being produced, as few of them, aside from some of the European brown-coal products, bear any resemblance to the shape of that well-known article. The

Jan 1, 1913

Jan 1, 1929

Jan 1, 1936

Jan 1, 1929

HOWARD N. EAVENSON, Chairman C. T. HAYDEN, Vice-chairman, Bituminous Coal Production CHARLES DORRANC~ Vice-chairman, Anthracite Coal Production HOWARD P. ZELLW, Vice-chairman, Evaluation of Coal for Coke Making W. H. F'LTLWEILER, Vice- Chairman Gas and Its Manufacture 3. B. MORROW, Vice chairman, Coal Preparation

Jan 1, 1928

By H. P. Leighly

WORNER1 briefly studied the embrittlement of titanium by mercury. He found that mercury will wet the titanium surface at 400°C in vacuo, if the specimen had been heated previously to 700°C to dissolve the oxide coating. Subsequent exposure to the atmosphere causes the mercury film to recede rapidly. Bending of the titanium specimen even after the mercury film has receded results in a brittle fracture. For the study of the embrittling effect of mercury on titanium, specimens 2 by 12 by 0.051 in. were cut from RC-130-A sheet, an alloy having a nominal 8 pct Mn content and a mixed a-ß structure. The specimens were stressed horizontally at a predetermined value after which a plastic ring having a cavity 1/2 in. diam by 1/2 in. deep was placed on the specimen. The cavity was filled with mercury and a hole was drilled in the specimen through the pool of mercury. If the stress level was high enough, fracture occurred instantaneously with the drilling. By repeating the test at different stress levels, the threshold stress can be determined. Mercury embrittlement causes a drastic reduction in the ultimate tensile strength of this alloy from 132,000 psi to about 15,700 psi. The drilling of the hole, in the absence of mercury, does not change the tensile properties. Fig. 1 shows the typical fractures observed as a result of the embrittlement of this alloy by mercury. The central portion of the fracture was brittle represented by the jagged region which appears to have occurred on the shear planes at about 45 deg to the stress axis. Ductile fracture, which is perpendicular to the stress axis, occurred near the specimen edges accompanied by a reduction of the specimen thickness. Examination of the fracture reveals that only in the brittle region does mercury wet the

Jan 1, 1962

SINCE you have asked me many times in particular how those mirrors are made that are commonly called spheres,* and even though I have told you at other times, I do not wish to omit writing of it here again in detail, so that you may have as complete information as I can give you, both in order to satisfy you fully and because it belongs among the subdivisions of the subject that I have proposed. Concerning this, I first tell you that it was an ancient discovery, and in those times as today was celebrated, and worthily so. For the effects these mirrors produce are miraculous things incomprehensible to me, and the more I think about it the more I am bedazzled with wonder, nor do I know how to explain by theory of perspective the causes demonstrated by their effects. Marvelous indeed is the beauty of their shining clearness, but much more so is the fact that (according to the shape that the craftsman has chosen to give them) they reflect back the shadow of the things

Jan 1, 1942

By George Burrell

J. S. HALDANE, M. D., F. R. S., Oxford, England (communication to the Secretary?).-The valuable paper of Messrs. Burrell and Gauger is of special interest to me as, through the courtesy of the management, I had an opportunity of visiting the Portland mine, Cripple Creek, in 1911, in connection with the investigations on acclimatization to high altitudes, carried out on Pike's Peak, near Cripple Creek, by Professors Yandell, Henderson and Schneider, Dr. Douglas and myself.1 The analyses of one or two samples of the vitiated air were entirely confirmatory of those of the authors. A fatal accident owing to two men being lowered down a shaft filled with the gas had occurred in a neighboring mine just before our visit.

Jan 12, 1916

By J. F. Harvard

We might say that for the metallurgist time "ambles withal," for the mining engineer time "trots withal," and for the geologist, time "gallops withal." And anyone for whom time "stands still withal" does not belong in the mining community today! In this bicentennial year of the United States of America we sense the mystery of time and we feel the pulse of history, especially in our own profession. What was mining like 200 years ago? What is it like today? What will it be like 200 years in the future?

Jan 7, 1976

By Brij M. Moudgil, John P. Bunch

During hydraulic processing of phosphate matrix enormous amounts of phosphate slimes are produced. Significant portions of mined land are utilized to store the slimes. Some dewatering of the slimes is essential before any reclamation of the storage ponds can be undertaken. Dewatering and reclamation of slimes storage ponds pose many problems which are not encountered in reclamation of other mined areas.

Jan 1, 1977