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By E. S. Moore

The Kolar gold field has been for a long time the most important gold-producing area of India. It is situated in the Skate of Mysore, southern India, and not far from the City of Bangalore. The productive field is about 3 miles long and in it a gold-bearing quartz vein varying in width from 1 in. to over 10 ft. is worked. The vein carries high values to great depths and many of the mines have paid large dividends. Geological Formations In KolaR Region The rocks of the Kolar region are pre-Cambrian in age and bear a close resemblance to some of the pre-Cambrian formations of America. The oldest rocks seen are basic lavas, now mostly altered to hornblende-schists, with which is associated some banded iron-formation; these rocks are similar to the Keewatin schists and iron-formation in the Lake Superior region. The schist is cut by the gold-bearing quartz vein. In certain parts of the area there is also a conglomerate containing pebbles of granite, jasper, and schist. The matrix resembles a hornblende-schist and is intruded by small granite dikes, which in some cases have been pinched off by squeezing of the rock. This has led Dr. W. I?. Smeeth, Chief Inspector of Mines of Mysore, to whom the writer is greatly indebted for information regarding this area and for his hospitality while visiting the field, to regard this conglomerate as a breccia due to crushing of granite dikes in the schist. Dr. J. W. Evans has regarded the conglomerate as probably a squeezed glacial boulder clay. From analogy with pre-Cambrian conglomerates in America, the writer regards it as a metamorphosed rock similar to our basal Huronian conglomerate. However, the main bearing which it has upon the problem under discussion is the apparent fact that it is younger than the schist and that it indicates the presence of a syncline in the rocks cut by the quartz vein. Surrounding the area of schist and conglomerate is a large mass of granite-gneiss resembling the Laurentian gneiss of the Lake Superior region. Still later than the rocks mentioned above are basic intrusions which cut the quartz and schists; in the mines these are known as trap. One dike of this type is 50 to 60 yd. wide.

Jan 1, 1920

By J. Mikhael Erekson, Connie Campbell Brashear, Brent Meins

Christmas morning 2020, an IED in an RV was detonated along an evacuated section of downtown Nashville, Tennessee. The blast damaged over 40 buildings, including AT&T’s Main Central Office and caused internet and cell outages across 1,200 zip codes for three days including the airport and EMS services. Published investigations by the ATF and FBI were inconclusive in determining the explosive composition and size. Video captured a large fireball that may indicate a fuel-air-mixture explosion which would create lower peak pressures than high explosives, but longer pressure duration and significant impulsive loading. Blast pressures were amplified by reflections in the urban environment bordered by the 8-story AT&T building and a row of multi-story historic buildings. Some structures had little damage as they were shielded from the blast pressure by closer buildings, and seemingly far-field structures contained damage from the pressure wave after multiple reflections and propagation through porous parking garages. Damage to the reinforced concrete frame AT&T building included snapped masonry ties, cracking and spall to the closest column, and vertical displacement of the elevator, even with the brakes applied. The historic structures directly across the street from the blast partially collapsed. Initial damage included complete failures of unreinforced masonry façades, broken timber beams, and uplifted roofs. Secondary, progressive collapse took place over months as the brick walls and weakened historic mortar could not resist typical wind and environment loads. One of the close historic structures was renovated in the 1990’s and structural retrofits to comply with building codes were required. The addition of steel columns and façade tie-ins improved survivability and it remained standing with a high percentage of the front brick intact. Generally, the observed blast damage was related to a structural component’s mass and flexibility. Internal timber framing was unscathed, but many steel studs required replacement. Glazing damage was observed several blocks away and many roof membranes were punctured by falling debris. Secondary damage from broken sprinkler lines and loss of environmental control often led to more costly repairs than the initial blast pressure damage. The proliferation of bomb-making knowledge leads to hundreds of bombings each year in the US. Building risk considerations should include explosive threats along with other hazards. ASCE structural standards and design manuals have been published to address these risks and may be useful guides for building construction.

Feb 6, 2023

By R. H. Richards

IN nearly all ore-dressing operations it is a common practice to discharge mixtures of fine ore and water through spigots; for example, from classifier pockets, from jig hutches, from settling tanks, etc. As a, general rule it is desirable to regulate the composition, i.e., the ratio of water to sand, of such discharged products; and this can usually be done by varying the size of the orifice or spigot through which the material is discharged. Thus it is that problems similar to the following are frequently encountered: With a given quantity of solids per unit time, of a given specific gravity, to be discharged with water under a given head, and with a given ratio of water to solid, what must be the size of the spigot opening? If the spigot is to be open continuously, there are, aside from its form, but three factors governing the rate at which it will discharge a mixture of sand and water, namely: the head of water above the spigot; the area of the spigot opening; and the viscosity of the material to be discharged. The term viscosity, as used here, means the ratio of the volume of pure water that will flow through a given orifice under a given head in a given time to the volume of the material under consideration that will flow through the same orifice in the same time under the same conditions. While the actual viscosity of water containing sand in suspension is not increased by the presence of the sand, nevertheless the volume-rate at which such a mixture will flow through an orifice is less than that at which pure water will flow, by reason of the friction of the particles of sand against each other and against the sides of the orifice. In other words, the flow is retarded as it would be by increased viscosity; and therefore, for the purpose in view, we may speak of the viscosity of a mixture of ore grains and water as defined above. The head of water above the spigot is generally fixed by the form and design of the classifier or tank to which the spigot is attached. So, with the head known, in order to determine the size of the spigot required it is necessary to know the viscosity of the desired mixture, and the coefficient of discharge of

Jan 1, 1915

By U. W. O. L Vogler

"The behaviour of rocks depends on their material properties, and therefore it is important that these properties are determined by relevant and reliable laboratory testing methods. The ISRM Suggested Methods are very important documents in this regard, and a draft suggested method exists for the determination of the ’complete stress-strain curve for intact rock in uniaxial compression’. The method specifies the required geometry of specimens and the required testing procedures. The research described in this paper involved the determination of complete stress-strain curves for two materials, one exhibiting the Class I characteristic, and the other the Class II characteristic. To obtain a better understanding of the deformation behaviours in the post-peak region, tests were carried out on specimens of both material types with different length-to-diameter ratios. The results showed that the geometries of the test specimens influence the stressstrain curves in the post-peak region. The implication is, therefore, that the numerical values obtained for the slopes of the post-peak graphs are not material constants, but are geometry-dependent. Explanations for this behaviour are given. These findings have important implications regarding the use of post-peak data, for example for blast fragmentation considerations, and for evaluation of rockbursting potential. The research findings are based on a limited amount of laboratory testing, and should be confirmed by further testing. IntroductionThe most common approach for studying the behaviour of rock is by compression testing of cylindrical specimens in the laboratory. Rocks respond to forces by deforming and eventually breaking. The strength and the deformation characteristics are derived from the stressstrain curves produced. Standard shapes and sizes for the test specimens and standard loading rates are recommended in the Suggested Methods of the International Society for Rock Mechanics (ISRM) and the American Society for Testing and Materials (ASTM) standards. In spite of these standards, there remain certain aspects of testing which require further attention. The research described in this paper deals with deformation and failure behaviour of rock materials using stiff, servocontrolled testing equipment. The particular objective was to test the premise that the behaviour of cylindrical rock specimens in the post-peak region of the stress-strain curves does not reflect only a material characteristic, but is influenced by the height-to-diameter ratio (the geometry) of the rock specimen. An additional objective was to investigate the effect of the stiffness of the test equipment on the outcomes of tests."

Jan 1, 2016

FOLLOWING the presentation of the papers by Messrs. Mahan and Butler, the discussion printed below ensued. A. C. LANE* With particular reference to the New England con-sumer, I entirely agree with Mr. Mahan that intelli-gent marketing methods will do a good deal, but there is more than one way of improving them. For instance, coal can be shipped best to New England about this time of year-after the storms of the winter and before the movement of crops in the summer. For that reason there ought to be seasonal freight rates. This will be agreed to by most coal men if you will ask them, especially those who are connected with large concerns like the Metropolitan Coal Co., and yet they do not get seasonal freight rates partly because the railroads are afraid if they once reduce them they will never have a chance to get them back again. But it would be an improvement to have seasonal freight rates. Another thing: When we are buying in New England we want really a certain amount of heat value in our coal. There is no great advantage in our buying ash, nor is there any particular advantage in the railroad shipping ash and clogging the circulatory system of the body politic any more than clogging the circulatory system of the physical body. It would be desirable if the wholesaler, and to some extent the retailer, could guarantee the amount of ash or sell their coal on heating value. If you are interested in that you will find some interesting charts, in "Anthracite Coal Costs Analyzed," a pamphlet issued by the Anthracite Coal Consumers Association, Inc., New York City, as to rates from various and sundry points for bituminous and anthra-cite coal from the field to New York, Buffalo and Chi-cago. Here in New England they are both up against the competition of oil. About 3 or 3 1/2 bbl. oil will do the work of a ton of coal. One of my millionaire friends who is well posted on the situation is putting oil in his Commonwealth Avenue house because it is the most economical. Moreover, we can get Welsh coal from across the water (and help equalize this matter of exchange with Europe) in close competition with Penn-sylvania coal.

Jan 4, 1928

By Albert Sauveur

As director of the Division of Metallurgy of the Technical Section of the Air Service, American Expeditionary Forces, from August, 1917, to January, 1919, I devoted much time to the study of the steels best suited to the construction of aircraft. It became apparent at a very early stage of my investigation that the practice of builders varied greatly in regard to the number of different steels to be used, to the kinds of steels, and to their treatment. Some manufacturers employed as many as fifteen steels while the builder of one of the newest motors, favorably passed upon in the United States, assured me that two or, at the most, three kinds of steel were all he needed to produce satisfactory results. In the matter of treatment, the manufacturers were also greatly at variance. Some treated their steel with considerable refinement while others paid but scant attention to this feature. Some manufacturers case-hardened many parts, while others used the case-hardening process sparingly, if at all. Nickel-chromium steels were used at some works for case-hardening while at other plants this treatment was applied exclusively to carbon steels. Air-hardening nickel-chromium steel was used extensively by some and not at all by others. Considerable variance existed likewise in regard to the steels used for admission and exhaust valves. The conclusion was obvious, that no two manufacturers of airplane motors held like opinions as to the steels to be used or as to the treatment they should receive. Was it to be inferred from this that the many committees and associations that had been created, in part at least, for the standardization of aircraft steels had failed to make proper recommendations or that the manufacturers had ignored their recommendations ? Confining our inquiry to the committees and associations that had dealt with this question in England, France, and the United States, it was found that in Great Britain the British Engineering Standards Committee, now the British Engineering Standards Association, had devoted much time to the problem of satisfactory standards for aircraft steels. In April, 1918, this Association presented a set of specifications described as "British Standard Specifications for Aircraft Steels for Government Purchases in the United States of America." They included twenty-one different steels and, as the title indicates, were drawn for the

Jan 1, 1920

By A. R. Elsea, C. C. McBride

HIGH-TEMPERATURE alloys, that is, alloys that are strong at high temperatures, have become increasingly important with the development of modern aircraft engines. Many alloys of this type are available. However, metallurgists do not have a clear understanding of the phases or structures which are responsible for these high-temperature properties. If these basic factors were understood, it might be possible to make better or cheaper alloys for service at high temperatures. For this reason, an investigation of the fundamental factors promoting high-temperature strength in alloys was started at Battelle Memorial Institute. This was to have included a study of the relationship between the structure and properties of cobalt-chromium base alloys of the vitallium type. It soon became clear that the structure of vitallium is quite complex and that the equilibrium diagrams which should explain these structures were unreliable. As a result, the cobalt-chromium binary diagram was determined as the first phase of this investigation1. This diagram is shown in fig. 1. During the study of the cobalt-chromium binary system, it was learned that these alloys may pick up considerable nitrogen when melted and heat treated in air. The extent to which nitrogen affects the various reactions in cobalt-chromium base alloys was not known, but there were indications that this impurity might be responsible for some of the erratic test results obtained for vitallium. Consequently, nitrogen was the first ternary addition studied. Thereafter the work was extended to ternary additions of iron and of nickel. This paper describes the investigation of the effects of nitrogen, iron, and nickel upon the reactions in cobalt-chromium alloys with 80:20 and 68:32 cobalt-chromium ratios. Experimental Work Alloy Preparation: A series of cobalt-chromium base alloys containing various amounts of the third element being studied were made for both the 80:20 and the 68:32 cobalt-chromium ratios. Electrolytic chromium, cobalt, and iron, and reagent-grade nickel powder were used as melting stock. Table I contains the chemical analyses of these materials. The charges were melted in alun-dum thimble crucibles which absorbed chromium oxide and effectively deoxidized the melts. These crucibles were supported by close-fitting graphite sleeves so that if they cracked during melting the metal would not be lost. Carbon increases, during

Jan 1, 1951

By G. A. Moore, D. W. Williams, C. E. Sims

During the past several years the steel casting industry has made studies of heavy castings in which the test bar has been taken from heavy sections rather than from attached or separately cast coupons. It has been noted that the ductility properties of these heavy sections are often lower than those normally expected. Such lowered ductility is usually accompanied by a spotty test bar fracture and the ductility values often can be greatly improved if a low-temperature aging treatment is given to the casting. A loss of ductility of this type is considered "abnormal," since it is not accompanied by an increase of tensile strength or hardness, and "temporary" when the ductility can be restored by aging, The cure of such an abnormal condition represents a real improvement in the quality of the steel. Some hundreds of previous investigations, largely qualitative in nature, have established beyond reasonable doubt that hydrogen is normally present in newly manufactured steel and that this gas, in small amounts, can cause a temporary ab- normal loss of ductility. The commonly observed association of high gas content and low ductility has given strong evidence for the presumption that hydrogen, possibly assisted by other gases, is the primary cause of the low ductility observed. Accordingly, the Steel Founders' Society of America has, since Nov. I, 1944, sponsored investigations at Battelle Memorial Institute whose primary objective is to obtain quantitative information on the relation of the amount of hydrogen and nitrogen in steel, together with associated methods of steelmaking and treatment, to low-ductility effects and porosity. In order that these investigations might proceed on a quantitative basis, hydrogen analyses of a precision considerably higher than any previously reported in the literature were necessary. 'The method chosen was selected entirely on the basis that it had the highest probability of freedom from uncontrollable errors and will be described in detail in another publication.' Briefly, the method used consisted of the hot extraction of solid pieces of steel weighing from 45 to 50 g in a highly evacuated quartz tube maintained at 1050°C (1925°F) for a period of approximately 40 hr. The greatest precautions were taken to eliminate blanks and insure a sound gas-collection system. vacuum and temperature conditions were maintained automatically. Mercury-filled risers were used for the introduction of samples in order that the System could be degassed thoroughly in

Jan 1, 1949

By D. J. McAdam

As shown in three recent papers by the author,6,7,8 in two papers by McAdam and Mebs,9,10 and in a paper by McAdam, Mebs, and Geil,11 the technical cohesive strength of a metal, in any particular state as regards mechanical treatment and heat-treatment, cannot be represented by a single stress value, but must be represented by a diagram with the principal stresses? as coordinates. Each point on the boundary of such a diagram represents a technical cohesion limit. The technical cohesive strength thus comprises an infinite number of technical cohesion limits, each representing fracture under a specific stress combination. Moreover, neither the yield strengths nor the ultimate strength can be represented completely by a single stress value, but must be represented by a diagram with the principal stresses as coordinates. All combinations of the principal stresses may be classified in three groups as illustrated by Fig. I. Fig. Ia shows three typical stress combinations with no two principal stresses equal. The magnitude of each principal stress is indicated qualitatively by the length of the arrow. Arrows pointing away from the cube indicate tensile stresses; arrows pointing toward the cube indicate compressive stresses. Typical stress combinations with two principal stresses equal are illustrated in Figs. Ib and Ic. Such stress combinations would be produced by subjecting a cylinder to combinations of uniform axial and radial stresses. The uniform radial stress may be resolved into two equal principal stresses, with the mutually perpendicular directions rotatable around the axis of the cylinder. Fig. Ib shows stress combinations with S2 equal to Sa. The greatest principal stress is in the axial direction, and the stress combination tends to cause either absolute or relative increase in length.* Fig. Ia shows stress combinations with Ss equal to Sl. The greatest principal stress is in the radial direction, and the combination tends to cause either absolute or relative decrease in length. The complete representation of either technical cohesive strength, yield strength, or ultimate strength generally requires a three-dimensional diagram. When two of the principal stresses are kept equal, however, the strength of a metal may be represented by a two-dimensional diagram with the coordinates representing the axial and radial stresses.6-11 In this paper, attention will be confined almost entirely to stress combinations with two of the prin-

Jan 1, 1944

By C. E. Sims, G. A. Moore, D. W. Williams

During the past several years the steel casting industry has made studies of heavy castings in which the test bar has been taken from heavy sections rather than from attached or separately cast coupons. It has been noted that the ductility properties of these heavy sections are often lower than those normally expected. Such lowered ductility is usually accompanied by a spotty test bar fracture and the ductility values often can be greatly improved if a low-temperature aging treatment is given to the casting. A loss of ductility of this type is considered "abnormal," since it is not accompanied by an increase of tensile strength or hardness, and "temporary" when the ductility can be restored by aging, The cure of such an abnormal condition represents a real improvement in the quality of the steel. Some hundreds of previous investigations, largely qualitative in nature, have established beyond reasonable doubt that hydrogen is normally present in newly manufactured steel and that this gas, in small amounts, can cause a temporary ab- normal loss of ductility. The commonly observed association of high gas content and low ductility has given strong evidence for the presumption that hydrogen, possibly assisted by other gases, is the primary cause of the low ductility observed. Accordingly, the Steel Founders' Society of America has, since Nov. I, 1944, sponsored investigations at Battelle Memorial Institute whose primary objective is to obtain quantitative information on the relation of the amount of hydrogen and nitrogen in steel, together with associated methods of steelmaking and treatment, to low-ductility effects and porosity. In order that these investigations might proceed on a quantitative basis, hydrogen analyses of a precision considerably higher than any previously reported in the literature were necessary. 'The method chosen was selected entirely on the basis that it had the highest probability of freedom from uncontrollable errors and will be described in detail in another publication.' Briefly, the method used consisted of the hot extraction of solid pieces of steel weighing from 45 to 50 g in a highly evacuated quartz tube maintained at 1050°C (1925°F) for a period of approximately 40 hr. The greatest precautions were taken to eliminate blanks and insure a sound gas-collection system. vacuum and temperature conditions were maintained automatically. Mercury-filled risers were used for the introduction of samples in order that the System could be degassed thoroughly in

Jan 1, 1949

"Mineral flotation processes are often characterized by long dead times and slow process dynamics. The process dynamics change due to different ore types, feed grades and circulating loads. These are some of the factors that can make control of flotation processes difficult. Implementation of adaptive control algorithms at Brunswick Mining has made controlling these processes feasible. The role of adaptive controllers in plant optimization and the overall control philosophy is discussed.IntroductionBrunswick Mining is located just outside of Bathurst, New Brunswick, Canada. The concentrator processes approximately 10,250 tonnes per day of ore that assays at approximately 8.9 %Zn, 3.6 %Pb, 0.3 %Cu and 100 gram/tonne of Ag. The four products produced are zinc concentrate assaying 51 %Zn, lead concentrate assaying 36 %Pb, copper concentrate assaying 21 %Cu, and a bulk concentrate assaying 32 %Zn and 18 %Pb.The original flotation process control system, supplied by Outokompu Oy of Finland, was replaced in the summer of 1988 by a Provox system supplied by Fisher Controls Inc. The Provox system consists of two redundant integrated function controllers (IFC's), two operator console stations with two screens each and a Digital Equipment Co. microVax II computer running Fisher's Computer Highway Interface Package (CHIP).In January 1989 a boiler management package, which includes the boiler control hardware and another operator's console, will be added to the Provox system. In late spring of 1989, a Vax 3200 computer running G2 artificial intelligence software from Gensym Corporation will be installed. These devices are all connected using a redundant data highway that runs around the plant.The primary measurement devices in the flotation circuit are two Courier on-stream X-ray analyzers. The Courier systems each have 14 sample cells with two streams multiplexed into each cell. Each pass of the on-stream head takes approximately 6 minutes yielding a nominal sampling interval of 12 minutes. The Courier passes its assays to its respective IFC. The IFC handles the digital and analog I/O, DDC and cascade loop control, some low level calculations and sequencing. The CHIP microVax has 9MB of memory and 220MB of mass storage running under the VMS operating system. The CHIP microVax is a central database for the Provox system. It is used for data trending, metallurgical modelling and balancing, instrumentation database, long term storage, and on-line adaptive assay control."

Jan 1, 1989

By John H. Holloman

In recent papers, O'Neill,' Vivian, and Zener and Hollomon3 have reviewed some of the information concerning the relations between stress and strain during plastic deformation. Since further information has been obtained since these reviews were published, this paper attempts to further coordinate and amplify the knowledge concerning the plastic deformation of metals in simple tension. Ordinarily the results of tensile tests of metals are presented as graphs in which the load divided by the original area is plotted as a function of the percentage of elongation measured over some specified gauge length. The interpretation of graphs of this sort is limited, since the stress required to deform the metal at any stage of the deformation is actually the load divided by the instantaneous rather than the original area. Furthermore, each increment of the deformation is performed on metal that has been previously deformed, and, as pointed out by Ludwik,4 the strain could be more effectively defined: where e is the strain and AO and A are, respectively, the original and instantaneous areas. The results of the tensile tests can be more effectively presented and interpreted if the stress* (load divided by actual area) is .lotted as a function of the strain as defined above. A schematic curve of this type is presented as Fig. I. In a previous paper,6 the concept of Ludwik7 concerning the flow and fracture of metals was successfully employed to explain some of the puzzling results of notched-bar impact tests of steel. It appears that the use of this concept ii; very fruitful and should be kept in mind in any study of the deformation charactcristics of metals. Ludwik considered that a flow stress-strain curve of a metal was essentially a locus of points that described the stress required for plastic flow of an infinite numbcr of specimens, each with a different strain history determined by the preceding part of the flow curve Each of these specimens can also be considered to have a fracture strength. Uniortunately (or fortunately depending upon the point of view), all the specimens, except the one deformed to the fracture strain, flow and do not fracture. Even though the metals do not fracture, the concept of a fracture-strength curve seems

Jan 1, 1945

By D. L. McElroy

It is too broad a statement to say that the mine car is the most important unit in a haulage system, but almost every mining man will admit that it is one of the most important. The mine car is to the mine haulage system what the railroad car is to the railroads; the main purpose in each instance is to move the greatest number of ton-miles of material at the least cost. The data presented in this paper are taken from a study of mine haulage conducted by the School of Mines of West Virginia University at 42 mines in 8 coal fields of Wrest Virginia. The study was made possible by a graduate fellowship of the School of Mines and the cooperation of the mining companies of the state. Three important factors in the use of mine cars in West Virginia are: (I) the number of mine cars in use per loader; (2) the capacity of mine cars; (3) the distribution of mine cars. ("Loaders" in this paper refers to all men loading coal, whether manually or mechanically.) During the World War many mine managers were annoyed by the reduction of efficiency and production caused by railroad-car shortages. Today relatively little complaint is heard about a shortage of mine cars, yet possibly 50 to 75 per cent. of the mines in West Virginia are suffering from this cause of reduced production and increased costs. The railroads have solved their car shortage by placing in service more cars of larger capacity and better design. Many coal mines in West Virginia should solve a part of their cost problems by the same simple procedure. Such a procedure requires an initial outlay of capital, but there is little doubt that this will be repaid, with a good return on the investment. Determining Number of Cars Needed There can be no mathematical rule to determine the number of cars which should be in use per loader in a coal mine, because numerous factors such as concentration of mining, system of haulage, car capacity, speed of haulage, distance of working places from tipple, and so forth, affect materially the number of cars in use. These factors in turn are more or less determined by height of bed, character of roof and coal,

Jan 1, 1931

By C. D. Woodward

ThE subject of elcctric signals for the despatching of mining cagey through shafts has received cousiderable attention recently from various mining companies. The Anaconda Copper Mining Co. has found it necessary to develop a system that is rcliable, safe and simple in operation, and easy to repair. The movement of all mine cages or skips is under the direction of a station tender, who rides on the cages when men or supplies are being lowered or raised; when ore is hoisted, he is stationed at a skip pocket for loading and despatching the skips. For the station tender's use, two signal systems are installed in cach hoisting compartment, and he is the only employee authorized to use them. One system is known as the "AC " or station bells, as it is operated from the 110-volt, 60-cycle, power service; the other system, called the "DC" or shaft bells, takes its energy from closed-circuit primary batteries. As a supplemcnt to the two main signals, a buzzer system is installed The general arrangement is similar to the main signal, except that there is a mine buzzer at each station. When a signal switch connected into the buzzer system is pulled down, all buzzers arc operated, thus notifying the station tender that he is wanted at seine particular level. Placed on the station posts, and within easy reach of the men on the cages are the signal pull switches for the main signals. The station, or "AC," pull switches are furnished with a short rope as shown in Fig. I, while the shaft, or "DC," pull switches are equipped with ropes that extend down the shaft past the next station. To avoid all confusion in the use of the three signal systems, a standard arrangement has been adopted in all mines for the location of the pull switches. Fig 2 illustrates the position of the pull switch at the various mine stations for the main signal systems, but it does not show the buzzer pull switch; this is fixed to the roof timbers about 25 ft. back from the shaft. If the skip pockets are a considerable distance below the station, a pull switch for each main shaft compartment is connected to the "AC" system and placed at this point. However, if the distance is short, a light cord is attached to the station pull switches and dropped down to the skip pocket.

Jan 1, 1923

By C. D. Woodward

ThE subject of elcctric signals for the despatching of mining cagey through shafts has received cousiderable attention recently from various mining companies. The Anaconda Copper Mining Co. has found it necessary to develop a system that is rcliable, safe and simple in operation, and easy to repair. The movement of all mine cages or skips is under the direction of a station tender, who rides on the cages when men or supplies are being lowered or raised; when ore is hoisted, he is stationed at a skip pocket for loading and despatching the skips. For the station tender's use, two signal systems are installed in cach hoisting compartment, and he is the only employee authorized to use them. One system is known as the "AC " or station bells, as it is operated from the 110-volt, 60-cycle, power service; the other system, called the "DC" or shaft bells, takes its energy from closed-circuit primary batteries. As a supplemcnt to the two main signals, a buzzer system is installed The general arrangement is similar to the main signal, except that there is a mine buzzer at each station. When a signal switch connected into the buzzer system is pulled down, all buzzers arc operated, thus notifying the station tender that he is wanted at seine particular level. Placed on the station posts, and within easy reach of the men on the cages are the signal pull switches for the main signals. The station, or "AC," pull switches are furnished with a short rope as shown in Fig. I, while the shaft, or "DC," pull switches are equipped with ropes that extend down the shaft past the next station. To avoid all confusion in the use of the three signal systems, a standard arrangement has been adopted in all mines for the location of the pull switches. Fig 2 illustrates the position of the pull switch at the various mine stations for the main signal systems, but it does not show the buzzer pull switch; this is fixed to the roof timbers about 25 ft. back from the shaft. If the skip pockets are a considerable distance below the station, a pull switch for each main shaft compartment is connected to the "AC" system and placed at this point. However, if the distance is short, a light cord is attached to the station pull switches and dropped down to the skip pocket.

Jan 1, 1923

By S. D. Baumer, P. M. Hulme

B. M. Larsen (U. S. Steel Co., Kearny, N. J.)—Could we have some sort of an estimate on the cost of calcium carbide for this treatment? Also, if you used calcium carbide on carbon-saturated iron, would some effect hold back the reaction? P. M. Hulme (authors' reply)—As far as I know we have not worked on carbon-saturated iron. About 3½ pct C is the highest we have worked on. As far as cost goes, it depends on how much sulphur You have to take out. It will run anywhere from $0.75 to $2.00 a ton overall cost including the cost of carbide per ton of metal treated. That is, using the efficiencies that we show in this paper. We are getting better efficiencies now. T. L. Joseph (University of Minnesota, Minneapolis, Minn.)—Did you say 2 lb of calcium compound? Mr. Hulme—That is based on 10 lb of calcium carbide per lb of sulphur removed. D. E. Babcock (Republic Steel Corp., Youngstown, Ohio)—We have run this type of desulphurization process at the blast furnace. We have desulphurized between 100 and 200 at the blast furnace and taken the iron right out of the furnace with an injector system. The process gave us quite varied results; stratified iron, high sulphur on the top and low sulphur on the bottom, and we decided it was impractical. Mr. Hulme Just what was the type of injection equipment? Dr. Babcock—Nitrogen gas for one injection method and we used fairly large gun equipment. We followed the same general type of pattern you show only on a larger scale. Mr. Hulme—It sounds very much like what we call the gale of wind method. We have very erratic results with that. Dr. Babcock—We have tried several types, and particle sizes. The operation was not satisfactory. Mr. Hulme—Of course, we have never tried it on that scale except on a continuous basis. That is the reason we abandoned the idea of working on 35 ton ladles on a batch principle and took it as it came out of the cupola and treated it on the fly on a continuous basis. Dr. Babcock—When you compare the relative effectiveness of the process as carried out, it does not give a very favorable comparison of that process which is already developed. We did not feel it was worth the

Jan 1, 1952

By J. Brent Hiskey

At present, approximately 80 % of the worlds mine production of copper is achieved by smelting and electrorefining. The principle aim of copper electrorefining is to satisfy the large demand for extremely pure copper. It is remarkable that high quality copper cathodes with the required purity (99.99+% Cu, ASTM B115-10) and structural characteristics (i.e. deposit density and morphological texture) are produced from impure copper anodes dissolved in electrolytes containing a variety of impurities. This is accomplished with the proper control of operating parameters such as: current density; temperature; copper and sulfuric acid concentration; agitation; substrate preparation; and the application of electrolyte additives. The basic elements of the electrolysis of copper have not changed significantly over the past 150 years since the early developments of James Elkington. Importantly, our fundamental understanding of the underlying electrochemistry has advanced considerably. This is especially true regarding our knowledge of the mechanistic role of additives during the electrocrystallization of copper. This is a very complex subject and modern electrochemical techniques and the development of surface characterization and imaging instruments has helped immensely in our ultimate understanding of how additives control the deposit structure and morphology. The purpose of this paper is to review the historical development and application of electrolyte additives in copper electrorefining and to examine our current knowledge regarding their use. INTRODUCTION The first transatlantic telegraph cable was completed in August 1858. Regrettably, this cable failed shortly after the initial connections. After several more failed attempts, improvements in materials and copper quality resulted in successful communication between Europe and America on July 28, 1866. In many ways this hallmark event demonstrated the need for high purity copper. The first copper refinery in the world was commissioned in May 1869 in Pembrey, South Wales by partners Josiah Mason and James Balleney Elkington. (Historical Note). The 1865 and 1868 British patents issued to James Balleney Elkington were the foundation for the first commercial production of high purity electrolytic copper (Elkington, 1865, 1869, 1870). This important achievement was made possible primarily by the invention of the dynamo which was based on the fundamental operating principles advanced by Michael Faraday. A symbiotic relationship between copper refining and the dynamo was henceforth established. The dynamo provided electric current for electrolytic refining of copper and the electrorefining tankhouse provided pure copper which was required for the generation and transmission of electricity.

Jan 1, 2019

By R. A. Esmonde

This paper describes the building and testing of a prototype welded aluminum truck body to a new design concept. The results of these tests are given along with an outline of further developments in the design and field application of aluminum bodies. The results of field service history are recorded with special reference to types of mining operations, service performance, wear, maintenance and economics of operation. Mention is made of current U.S. usage and predictions given as to future development of aluminum bodies in the mining industry. The use of aluminum for off-highway truck bodies in hauling rock for the mining and construction industries is by no means the novelty that it may seem. In 1932 an aluminum unit proved very satisfactory in service on the Hoover Dam project but at that time the only high strength aluminum alloys available were not weldable and with the high cost of construction, a sound economic case for an aluminum body could not be made. After World War I1 great advances in aluminum welding techniques, using the inert gas shield, combined with the development of high strength alloys with good welded properties and welding characteristics changed the whole picture. Welded aluminum bodies were rapidly developed and by 1958 attention was again focused on the use of aluminum for off-highway truck bodies. EARLY DEVELOPMENT WORK In 1959 Alcan, the Aluminum Co. of Canada, embarked on an extensive development program to prove the durability and economics of aluminum truck bodies for the mining and construction industries. The first step was to design a prototype aluminum body which took particular advantage of the fact that the modulus of aluminum is only one third that of steel. This means that within the elastic range, aluminum moves three times as much as steel which makes it more flexible and capable of absorbing much greater impact shocks. A body was built and mounted on a 22-ton truck and taken to the Jeffery Mine of Canadian Johns Manville Company at Asbestos, P.Q., Canada. Very little information was available as to the order of stresses that were set up in off-highway truck bodies and so it was therefore decided to carry out a test program to find out this information.

Jan 1, 1969

By Sidney Swensrud

ABOUT a year ago, I attempted in a general way to trace the origin and development of some of the marketing problems of the petroleum industry, and to describe certain trends which it then seemed possible to foresee. To summarize briefly, it was pointed out that the consumption of gasoline, after increasing for more than a decade at an almost unbelievable rate, was slowing down, but that the two factors which determined the supply of gasoline-namely, the production of crude oil and the percentage of gasoline derived therefrom-were tending steadily to mount. It was suggested that, while the increase in gasoline outlets began with and probably was justified at the start by the rapidly increasing demand, long after all reasonable requirements as to number of outlets had been met the number continued to increase-if anything, at a still more rapid rate-because by that time the overproduction of crude had begun to exert an impelling urge upon the owners of that crude to seek assured outlets for it in the form of gasoline. As more and more companies became integrated all the way from crude oil to marketing, there took place an ever-increasing competition among them, not only for the existing outlets but for new ones. The wide margin between wholesale cost and retail price, which is characteristic of the early stages of most new industries, persisted in the oil industry longer. than in most industries, for various reasons. The existence of that wide margin provided in large measure the means of attracting new outlets, for as the gallonage per outlet declined with the increasing number of outlets, competing companies simply offered the dealers a larger part of the total margin. The very nature of competition suggests that such a process would continue until practically all of the available margin was thus given away, and such was clearly the, tendency. It was a system that in turn produced increasing marketing expense per gallon on account of the -diluted gallonage per outlet; this increased expense might seem to have provided a justification for continuing wide margins. Economics, like its parent, nature, however, progresses by mutations and so began to throw out new types of marketers, in the form cf tank-car service stations, cut-price jobbers, and the like-heretics or

Jan 1, 1932

By Raymond C. Johnson

GASIFICATION is important to the anthracite industry, as it is to the entire solid-fuel industry and to the nation. However, to the anthracite industry it may have particular significance in that it would increase the market value of many millions of tons of a by-product fuel, which the industry now has in storage and is currently producing, in addition to increasing the potential market for all its products. The by-product fuel is of usable quality but the ash content is higher than it can be in other products and therefore it must be converted or used at the point of production. Gasification is one method by which the product may be given increased value. The inherent characteristics of anthracite make it well suited for producing a fuel or synthesis gas. It is the most concentrated form of natural commercial carbon, noncaking and noncoking; it does not produce smoke, tar, or soot and has a low sulphur content; and the volatile matter, which ranges between 2 and 8 pct, is 80 to 85 pct hydrogen with small amounts of methane, carbon dioxide, carbon monoxide, and nitrogen. The ash fuses at high temperatures, which allows it to be burned at high rates without slagging. However, with the addition of small amounts of dolomite, the ash will form a slag, or glass, which is very fluid. Anthracite has long been used in the manufacture of city gas and it is extensively used in various parts of the country to make water gas to be converted to hydrogen. Buckwheat and rice anthracite are used in Galusha producers to make producer gas. Excellent synthesis gas has been made in a Galusha producer with rice and barley anthracite with oxygen in tests at the Consolidated Mining and Smelting Co., Trail, British Columbia. In these tests, anthracite was shown to have advantages over competitive fuels, in that the gas had a higher hydrogen content and could be cleaned with less difficulty. The anthracite seams are steeply pitching and in mining the parting strata and some of the roof and bottom materials are taken with the coal. In preparation, these materials are separated by gravity from the commercial product and stored in refuse banks. This refuse contains a mixture of rock, slate, or shale, and high-ash anthracite with bone coal, which is low-ash coal that is interspersed with thin bands of shale. The bone coal contains between 25 and 50 pct ash with an average ash content of approximately 30 pct, with a

Jan 1, 1953