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By J. J. Thomas, J. H. Nead

This investigation was undertaken to determine, if possible, the relation between static and dynamic tensile tests as measured by the work required to break test specimens slowly, in a tensile testing machine, and rapidly, by means of a falling weight. It was hoped that the investigation would throw some light on the role played by ductility under different rates of application of load. In problems of design, it is usually assumed that the moduli of elasticity of all steels are equal; viz., about 30,000,000. The stress-strain diagram within the elastic limit is a straight line, as shown in Fig. 1, where OA is the curve of a hard steel and OB that of a soft steel. If the modulus of elasticity is constant, as assumed, the slope of the line OC

Jan 1, 1922

By J. H. Nead, J. J. Thomas

This investigation was undertaken to determine, if possible, the relation between static and dynamic tensile tests as measured by the work required to break test specimens slowly, in a tensile testing machine, and rapidly, by means of a falling weight. It was hoped that the investigation would throw some light on the role played by ductility under different rates of application of load. In problems of design, it is usually assumed that the moduli of elasticity of all steels are equal; viz., about 30,000,000. The stress-strain diagram within the elastic limit is a straight line, as shown in Fig. 1, where OA is the curve of a hard steel and OB that of a soft steel. If the modulus of elasticity is constant, as assumed, the slope of the line OC

Jan 1, 1922

By H. M. Ziesemer, George Mieyr

Prior to 1909 that mountain of porphyry known as Sacramento Hill had hardly been touched though it had always been thought to contain ore. During that year, exploratory work was started by underground methods; drifting and raising continued until 1913. It was proved that a mineralized zone existed, the limits of which had not been determined ; so, because of the lower costs of exploratory work and the greater desirability of vertical sections, it was decided to prove the extent of the ore zone by churn drills. Drilling continued until 1917, when it seemed almost certain that the horizontal limits of the orebodies had been determined. Ore continued in depth in one direction beyond a point where it was economical to explore by churn drilling; this extension is still being developed by underground methods. The irregularities of the boundaries of the ore zones, together with the variable grades of ore encountered, made it necessary to drill on the corners of 100-ft. squares. Two ore zones were proved, known as the East and West Orebodies. The Sacramento Hill porphyry stock intruded into the Dividend fault. The fault ran roughly east and west with a dip to the south, having pre-Cambrian schists on the north against Paleozoic limestone on the south. This intrusion was accompanied by a silica breccia on the south periphery, along the limestone contact side. The ore lay in the silica breccia and in the porphyry, some distance from the breccia. NO ore was found in the heart of the porphyry mass on the north side, along the schist contact. The West Orebody is elliptic in shape, having a major axis of 1200 ft. (366 m.) and a minor axis of 800 ft. (244 m.); these diminish with depth until, at 300 ft., the axes are 500 ft. and 300 ft., respectively. The ore consists of chalcocite, some bornite, chalcopyrite, and considerable pyrite in a siliceous gangue. About 30 per cent. of the copper is caused by

Jan 1, 1923

By George Mieyr, H. M. Ziesemer

Prior to 1909 that mountain of porphyry known as Sacramento Hill had hardly been touched though it had always been thought to contain ore. During that year, exploratory work was started by underground methods; drifting and raising continued until 1913. It was proved that a mineralized zone existed, the limits of which had not been determined ; so, because of the lower costs of exploratory work and the greater desirability of vertical sections, it was decided to prove the extent of the ore zone by churn drills. Drilling continued until 1917, when it seemed almost certain that the horizontal limits of the orebodies had been determined. Ore continued in depth in one direction beyond a point where it was economical to explore by churn drilling; this extension is still being developed by underground methods. The irregularities of the boundaries of the ore zones, together with the variable grades of ore encountered, made it necessary to drill on the corners of 100-ft. squares. Two ore zones were proved, known as the East and West Orebodies. The Sacramento Hill porphyry stock intruded into the Dividend fault. The fault ran roughly east and west with a dip to the south, having pre-Cambrian schists on the north against Paleozoic limestone on the south. This intrusion was accompanied by a silica breccia on the south periphery, along the limestone contact side. The ore lay in the silica breccia and in the porphyry, some distance from the breccia. NO ore was found in the heart of the porphyry mass on the north side, along the schist contact. The West Orebody is elliptic in shape, having a major axis of 1200 ft. (366 m.) and a minor axis of 800 ft. (244 m.); these diminish with depth until, at 300 ft., the axes are 500 ft. and 300 ft., respectively. The ore consists of chalcocite, some bornite, chalcopyrite, and considerable pyrite in a siliceous gangue. About 30 per cent. of the copper is caused by

Jan 1, 1923

By A. G. McGregor

In the Southwest a number of large steel chimneys discharge the gases from the copper smelting furnaces. Some of these chimneys show no deterioration after twenty years, others show serious deterioration after tour years service. A steel stack 20 ft. 7 1/2 in. (6.3 m.) in diameter by 279 ft. (85 m.) high, Fig. 1, used for roaster gases only at the Calumet & Arizona Mining CO.'s plant at Douglas, Ariz., was lined to the top of the bell, 40 ft. (12 m.) from the base, with common brick placed on end, lime and cement mortar being used. Above the bell, the stack was lined with 4 by 4 by 8 in. (10 by 10 by 20 cm.) building tile, placed on end, making a lining 4 in. thick. The tiles were supported on angle-iron rings, riveted to the inside of the chimney shell about 15 ft. apart. The chimney was put into use in the latter part of 1913. Four years later, considerable of the tile lining had fallen out of place and mixed with the flue dust at the bottom of the chimney. About a year later, several flattened and distorted sheets were noticed about 70 ft. below the top. An investigation showed that the thickness of these distorted sheets, which was originally 1/4in., had been reduced one half. One year later, or six years after the chimney went into use, several holes, a square foot and smaller in area, appeared near the flat spots mentioned. Soon afterwards, when the chimney was shut down for repairs, it was found that most of the tile lining for 125 ft, from the top had fallen out and that the steel shell was badly corroded; but where the lining remained in place the shell was undamaged. Many of the tile which had fallen out of place had become soft or flaky and crumbling, others were as hard as when placed. An analysis of the hard and soft tile is shown on p. 2. These tile were of a fireclay mixture, and were used instead of common brick on account of lower cost. The steel forming the upper 125 ft. (38 m.) was replaced, and a 4 1/4-in. (11-cm.) lining of firebrick was laid from the bell to the top of the chimney. The brick were placed on end, wedges and keys being used. After each 8-in. course was set, keyed, and wedged tight, thin mortar —water, sodium silicate, and finely ground silica—was worked into the joints. The brick are supported on angle-iron rings, every 15 ft., in the same way as the tile.

Jan 1, 1921

By Edward Adarns 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 inter-plane 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 duralumin sheets, securing noteworthy advantages aerodynamically and from the standpoint of weight and upkeep. He was a pioneer along lines in which progress is still being made. 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 Ib. The great majority of planes range from 2000 to 10,000 Ib. 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. The weight of the airplane, without fuel, oil and crew, and pay load, ranges from 50 to 65 per cent. of the total weight loaded for planes suitable for commercial use. It is doubtful if the structural weight will ever be brought down to as low as 40 per cent. for commercial planes. The airplane may be roughly divided into: (1) Power plant, which includes engines, radiators, cooling water, oil and fuel tanks, piping, propellers, engine-starting systems, pumps, super-

By H. S. George

On one occasion when it seemed desirable to reveal under the microscope not only the metallic structure of an alloy, but certain small non-metallic inclusions that are ordinarily obliterated by etching, it was discovered that, by partly eclipsing the illuminating pencil of light rays, the residual light was thrown on the object from one side and the structure was brought out in relief. At the same time, the non-metallic inclusions were retained in clear view. In this first demonstration of lighting obliquely through the objective a card was thrust part way into the light beam between the arc iris and the light filter; the shadow of the card on the filter served to locate its position. Next several stiff-paper disks of various diameters were mounted on flexible wires; some plasticine on the other end of the wires made it easy to adjust and maintain a disk at any desired position in the light beam. To facilitate manipulation, an assortment of disks was mounted on a wheel, as shown in Fig. 1. The purpose of partly eclipsing the light beam was discussed in an earlier paper.' There it was pointed out that the usual methods of illuminating opaque objects for microscopic examination lend an unnatural appearance to the view, while the new method, which has been termed conical illumination, revels the true relationship of constituents by simulating natural lighting. In nature, all objects are lighted diffusely, or by light predominating from one direction, or by a combination of diffuse and directed light. Under these conditions, objects appear to have three dimensions—they possess relief. The kind of illumination known to metallographists as vertical or axial results in an unnatural appearance, as a large proportion of the illuminating rays are parallel to the line connecting the eye with the object, a condition almost never met in nature. Microconstituents

Jan 1, 1924

By C. L. Berrien

Before the present company was formed, in 1916, each group of mines comprising the old organizations made its detailed daily and monthly mine cost records along the lines used before the consolidation; that is, there was no attempt made to standardize and compare the stope costs of all mines. The general cost sheets for all mines, however, were standardized, and cumulative labor cost sheets were compiled in the general superintendent's office. At most of the mines, a daily record or distribution sheet for each working place was kept, showing the number of men, hours of drilling, hours of timbering, hours of tramming, cars of ore, cars of waste, sticks of powder and feet of fuse. This information was kept by each shift boss and entered on the distribution sheet by him or, at some mines, by a tram boss. The superintendent solved his own problems under the direction of the general superintendent, but without coming in touch with other superintendents, either through records or general conferences. Probably 95 per cent. of the stopes were square-set worked by day's pay; there were some back-filling and shrinkage stopes. Many of the development places, such as shaft sinking, station cutting, drifting and raises had always been run by contract. These contracts were given, for no definite period, at so much per linear foot and were measured monthly, or when completed, the men being paid monthly. In some cases, fairness to the employee was not maintained. On the whole, there was no standardization. There were no stope contracts, because of the objections of the Western Federation of Miners to general contracting in the mines. Changes in Stoping Methods Early in 1916, W. B. Daly, then general superintendent, and the author, then assistant general superintendent, visited the Southwest mining districts with the object of finding some improved mining

Jan 1, 1923

By C. L. Berrien

Before the present company was formed, in 1916, each group of mines comprising the old organizations made its detailed daily and monthly mine cost records along the lines used before the consolidation; that is, there was no attempt made to standardize and compare the stope costs of all mines. The general cost sheets for all mines, however, were standardized, and cumulative labor cost sheets were compiled in the general superintendent's office. At most of the mines, a daily record or distribution sheet for each working place was kept, showing the number of men, hours of drilling, hours of timbering, hours of tramming, cars of ore, cars of waste, sticks of powder and feet of fuse. This information was kept by each shift boss and entered on the distribution sheet by him or, at some mines, by a tram boss. The superintendent solved his own problems under the direction of the general superintendent, but without coming in touch with other superintendents, either through records or general conferences. Probably 95 per cent. of the stopes were square-set worked by day's pay; there were some back-filling and shrinkage stopes. Many of the development places, such as shaft sinking, station cutting, drifting and raises had always been run by contract. These contracts were given, for no definite period, at so much per linear foot and were measured monthly, or when completed, the men being paid monthly. In some cases, fairness to the employee was not maintained. On the whole, there was no standardization. There were no stope contracts, because of the objections of the Western Federation of Miners to general contracting in the mines. Changes in Stoping Methods Early in 1916, W. B. Daly, then general superintendent, and the author, then assistant general superintendent, visited the Southwest mining districts with the object of finding some improved mining

Jan 1, 1923

By Charles E. Stuart

A paper on this subject can cover but a limited range. A thorough visualization of the subject would contemplate a comparative analysis of haulage machines and batteries of various types; the relationship of the storage-battery locomotive to other types of mine haulage should be considered and limiting factors in each case should be carefully developed. This paper will deal briefly with these factors. So far as the writer has been able to determine, the first storage-battery locomotives for mine haulage were manufactured in 1897 or 1898 and were tried out in the Pocahontas coal field, but they were not sufficiently satisfactory to justify their continued use. Battery explosions were frequent and caused serious damage to the wiring, electrical equipment, and the clothing and bodies of the motormen. Sulfuric acid was used as the electrolyte. Experiments were then conducted with locomotives bearing reels of flexible cable through which connection between the motors of the locomotive and the trolley wire was maintained. At first, these reels were turned by hand. Later, the reels were revolved by contact with the wheels of the locomotive, being raised out of contact with the wheels, by a lever, when necessary. About 1902, the plan of operating the reel, by chain and sprocket wheels, from one of the locomotive axles, as is still the practice, was devised. The popular floating motor-driven reel had its inception in the Pocahontas fields prior to 1906. The maximum radius of operation of the reel-type locomotive is about 500 ft. (150 m.) from point of connection with trolley wire. This is ample for room work and certain entry work, but the need for a machine that would operate entirely independently of the trolley wire was so great that, with the development of the storage battery, renewed efforts were made to manufacture a successful storage-battery locomotive. About 1908, the gasoline locomotive was introduced. In spite of many objections to this type of machine for such work, the fact that hundreds of these machines were purchased was proof of the need for a machine operating independently of the trolley.

Jan 1, 1923

By Charles E. Stuart

A paper on this subject can cover but a limited range. A thorough visualization of the subject would contemplate a comparative analysis of haulage machines and batteries of various types; the relationship of the storage-battery locomotive to other types of mine haulage should be considered and limiting factors in each case should be carefully developed. This paper will deal briefly with these factors. So far as the writer has been able to determine, the first storage-battery locomotives for mine haulage were manufactured in 1897 or 1898 and were tried out in the Pocahontas coal field, but they were not sufficiently satisfactory to justify their continued use. Battery explosions were frequent and caused serious damage to the wiring, electrical equipment, and the clothing and bodies of the motormen. Sulfuric acid was used as the electrolyte. Experiments were then conducted with locomotives bearing reels of flexible cable through which connection between the motors of the locomotive and the trolley wire was maintained. At first, these reels were turned by hand. Later, the reels were revolved by contact with the wheels of the locomotive, being raised out of contact with the wheels, by a lever, when necessary. About 1902, the plan of operating the reel, by chain and sprocket wheels, from one of the locomotive axles, as is still the practice, was devised. The popular floating motor-driven reel had its inception in the Pocahontas fields prior to 1906. The maximum radius of operation of the reel-type locomotive is about 500 ft. (150 m.) from point of connection with trolley wire. This is ample for room work and certain entry work, but the need for a machine that would operate entirely independently of the trolley wire was so great that, with the development of the storage battery, renewed efforts were made to manufacture a successful storage-battery locomotive. About 1908, the gasoline locomotive was introduced. In spite of many objections to this type of machine for such work, the fact that hundreds of these machines were purchased was proof of the need for a machine operating independently of the trolley.

Jan 1, 1923

By R. G. Webber, F. C. Langenberg

During the course of some magnetic investigations which the authors have under way, six bars of 0.43-carbon steel were tested, a permeameter designed after the Hopkinson yoke type being used. The results obtained were of some interest and although far from complete serve at least to show the necessity for a careful investigation of the previous history of the samples under study as well as the chemical composition. A steel of given chemical composition may assume a great variety of structures, depending on its treatment. Professor Sauveur has devised a very clear and effective means of illustrating this point. The accompanying microphotographs show some of the possible structures assumed by a 0.30 carbon steel (Fig. 1). It is now a well-established fact that a structural change is accompanied by changes in the tensile strength, elastic limit, hardness, etc., and it seems reasonable to assume also, a change in the magnetic properties. Six bars of a 0.43-carbon steel were used, all the bars being taken from the same rod and treated as follows: Bar 1. Heated to 1,100° and cooled in the furnace. Bar 2. Heated to 1,000° and cooled in the furnace. Bar 3. Heated to 900° and cooled in the furnace. Bar 4. Heated to 1,000° and cooled in air. Bar 5. Heated to 900° and cooled in air. Bar 6. Untreated. The bars were then turned to 13 mm. diameter and tested by the Hopkinson yoke method. After testing, three specimens were taken from each bar, one from each end and one from the middle. The homogeneity of the bars was tested in this manner and in no instance could any difference in structure in the three specimens1 be detected. Bars 1 to 3 inclusive are pearlitic in structure. The white areas are ferrite (iron with certain impurities in solution) and the dark areas pearl-

Jan 1, 1915

By W.M. Peirce

The present work has been done in an endeavor to correlate and complete the data on the constitution of alloys of zinc with other common metals, dealing exclusively, however, with the zinc-rich alloys in which the zinc content is between 90 and 100 per cent. This investigation has included the systems lead-zinc, cadmium-zinc, iron-zinc, copper-zinc, aluminum-zinc, nickel-zinc, manganese-zinc, cobalt-zinc, tin-zinc, and magnesium-zinc. The important ternary system zinc-lead-cadmium and the zinc corners of other ternary systems have been investigated in connection with this work but will not be dealt with here. Zinc does not form a single homogenous zinc-rich solid solution over any considerable range of concentration with any of the metals mentioned. A limited range of solid solubility is said, by previous investigators, to occur in several cases and certain effects on the properties of zinc are attributed (with varying degrees of consistency among different writers) to the presence of certain other metals dissolved in zinc. The increasing use of rolled zinc and the possibilities offered by zinc as a casting alloy in certain fields have made it essential to determine precisely these equilibrium relationships. In carrying out this investigation reliance was placed chiefly on two methods, conductivity measurements and microscopic analysis. The first method proved valuable in determining the existence and extent of solid solubility. The second method stands alone as a means of determining structural characteristics and supplements the first method in the measurement of solid solubility. The scleroscopic hardness of all conductivity specimens was measured partly for its value from the point of view of mechanical properties and partly as a check on the conductivity curves in indicating the limits of solid solubility. No hardness curves are included in this paper, for in no case were they important in arriving at the constitution of any system. Conductivity measurements were in all cases made on cold-rolled strips 0.020 in. thick and 0.5 in. wide, both as cold rolled and after an

Jan 1, 1923

By W. M. Peirce

The present work has been done in an endeavor to correlate and complete the data on the constitution of alloys of zinc with other common metals, dealing exclusively, however, with the zinc-rich alloys in which the zinc content is between 90 and 100 per cent. This investigation has included the systems lead-zinc, cadmium-zinc, iron-zinc, copper-zinc, aluminum-zinc, nickel-zinc, manganese-zinc, cobalt-zinc, tin-zinc, and magnesium-zinc. The important ternary system zinc-lead-cadmium and the zinc corners of other ternary systems have been investigated in connection with this work but will not be dealt with here. Zinc does not form a single homogenous zinc-rich solid solution over any considerable range of concentration with any of the metals mentioned. A limited range of solid solubility is said, by previous investigators, to occur in several cases and certain effects on the properties of zinc are attributed (with varying degrees of consistency among different writers) to the presence of certain other metals dissolved in zinc. The increasing use of rolled zinc and the possibilities offered by zinc as a casting alloy in certain fields have made it essential to determine precisely these equilibrium relationships. In carrying out this investigation reliance was placed chiefly on two methods, conductivity measurements and microscopic analysis. The first method proved valuable in determining the existence and extent of solid solubility. The second method stands alone as a means of determining structural characteristics and supplements the first method in the measurement of solid solubility. The scleroscopic hardness of all conductivity specimens was measured partly for its value from the point of view of mechanical properties and partly as a check on the conductivity curves in indicating the limits of solid solubility. No hardness curves are included in this paper, for in no case were they important in arriving at the constitution of any system. Conductivity measurements were in all cases made on cold-rolled strips 0.020 in. thick and 0.5 in. wide, both as cold rolled and after an

Jan 1, 1923

By G. Townsend Harley

STOPING methods in which shoveling plays an important part are gradually being replaced by other and cheaper methods. But there will always be considerable shoveling done underground in stopes as well as in drifts, tunnels, urinzes, and shafts. At the mines of the PhelpsDodge Corporation at Tyrone, N. M., the cost of shoveling in all stopes in 1917 amounted to 24c. per T. In the top-slice stopes for the same period, it cost 27 c. per T. or 16 per cent, of the total cost of these stopes. The tonnage for shovelers from all stoping was 9.3 T. per man, and for topslicing 8.2 T. per man. These stopes were not unduly hot, and there was not more than the usual amount of timber to interfere with the work of the men. The tonnages obtained per shoveler were considered low; first, because of a poor grade of Mexican labor, many of the men having come in from railroad grading camps; and second, because of a poor spacing of raises, especially in the top-slice stopes, where, in general, they were spaced 25 ft. by 66 ft. (7.6 by 20.1 m.) centers. The average wage per laborer shift was $2.67 during the year. It was thought, however, that even under these conditions the men were not producing the tonnage that they should, so, with the consent of the management, the writer undertook to determine how the general efficiency of the underground shoveling could be improved. No predetermined plan for conducting these experiments was arranged because we had no definite ideas as to the scope of the work or the number of elements into which the investigation would resolve itself, before all of its phases could be determined. We were sure, however, that any work that would thoroughly cover the ground would have to be in the nature of a systematic time study, combined with a course of instruction in correct shoveling methods and adequate and intelligent supervision of the work. Two or three companies in the Southwest have done some work to determine the proper shovel to be used undcrground, but so far as is known the work has been limited to equipping certain parts of their mines with a particular type and size of shovel and thereafter watching the cost and efficiency records. In each case it seems to have been the shovel that held the 21-lb. (9.5-kg.) load that gave the bcst results. Excepting personal communications from these companies, the only data available on scientific shoveling are contained in F. W. Taylor's book, "The Principles of Scientific Management," and D. J. Haucr's article, in The Contractor for March 29, 1918, "A Hundred Hints for Shovelers." This paper discusses and draws conclusions from several thousand time-study readings, taken both on the surface and in the mines for nearly a year. A sufficient number of readings were taken on each factor in the problem for the plotting of curves of the performances and to obtain accurate indices of the work to be expected from this class of labor. The work is not as complete in all of its details as we would like to havc it, because we were forced to stop the work temporarily, owing to the numbcr of men going into the National service and our inability to get others who could make time studies. The results obtained so far, however, have been of such a startling nature that we have decided to submit them at this time, subject to future modification. It is hoped, also, that a free discussion of this paper will lead to a disclosure of any errors that may have becn embodied and offer some valuable suggestions for the conduct of future work.

Jan 1, 1920

By J. Parke Channing

The Miami orebody occurs in an altered Pinal schist. It is popularly known as one of the '(porphyry " deposits but, as at Inspiration and Ray, the ore is an altered mincralized Pinal schist. The orebody mined is the zone of secondary enrichment. Speaking in general terms, the area of the orebody at Miami may be considered as 1000 ft. long and 800 ft. wide. The vertical thickness varies from 200 to 400 ft., so that it is an extremely irregular mass. The study of the ground movement and resulting subsidence at Miami is complicated by the fact that the formation is not homogeneous throughout the mining area, the orebody terminating on its eastern extremity at a fault plane adjoining the Gila conglomerate. This conglomerate is a recent sedimentary deposit somewhat analogous to glacial drift and consists of boulders of granite, schist, and other material cemented with clay, and at times is quite hard. The fault dips eastward at an angle of 45". The original method of mining was top slicing, the slices being 10 ft. thick. At first, there was a good deal of experimenting with mining methods. Some undercut rooms were tried, and the stopes were filled with broken ore with the idea of removing intervening pillars by top slicing. The adoption of the top-slicing method in itself involved considerable experimenting, including some experiments with a long-wall system. The method finally adopted involved the operation of top slicing areas 250 ft. square, each with a central supply raise and ore-gathering raises, each block being worked as a unit. Mining operations in the Captain orebody, which connects with the boundary of the Inspiration property, were started by the room-and-pillar system, the rooms extending across the orebody, with widths of 10 to 15 ft., with 15- to 10-ft. pillars between. The intent was to operate the rooms as shrinkage stopes, permitting the pillars to crush when the ore was drawn from the rooms. It was found that the shrinkage stoping was unnecessary, so a system of block caving was adopted. This system was so successful in the Captain orebody that, about three years ago, the method of mining in the orebody was changed from top slicing to block caving, the method now in use. The block caving system, as practiced

Jan 1, 1923

By J. Parke Channing

The Miami orebody occurs in an altered Pinal schist. It is popularly known as one of the '(porphyry " deposits but, as at Inspiration and Ray, the ore is an altered mincralized Pinal schist. The orebody mined is the zone of secondary enrichment. Speaking in general terms, the area of the orebody at Miami may be considered as 1000 ft. long and 800 ft. wide. The vertical thickness varies from 200 to 400 ft., so that it is an extremely irregular mass. The study of the ground movement and resulting subsidence at Miami is complicated by the fact that the formation is not homogeneous throughout the mining area, the orebody terminating on its eastern extremity at a fault plane adjoining the Gila conglomerate. This conglomerate is a recent sedimentary deposit somewhat analogous to glacial drift and consists of boulders of granite, schist, and other material cemented with clay, and at times is quite hard. The fault dips eastward at an angle of 45". The original method of mining was top slicing, the slices being 10 ft. thick. At first, there was a good deal of experimenting with mining methods. Some undercut rooms were tried, and the stopes were filled with broken ore with the idea of removing intervening pillars by top slicing. The adoption of the top-slicing method in itself involved considerable experimenting, including some experiments with a long-wall system. The method finally adopted involved the operation of top slicing areas 250 ft. square, each with a central supply raise and ore-gathering raises, each block being worked as a unit. Mining operations in the Captain orebody, which connects with the boundary of the Inspiration property, were started by the room-and-pillar system, the rooms extending across the orebody, with widths of 10 to 15 ft., with 15- to 10-ft. pillars between. The intent was to operate the rooms as shrinkage stopes, permitting the pillars to crush when the ore was drawn from the rooms. It was found that the shrinkage stoping was unnecessary, so a system of block caving was adopted. This system was so successful in the Captain orebody that, about three years ago, the method of mining in the orebody was changed from top slicing to block caving, the method now in use. The block caving system, as practiced

Jan 1, 1923

By Kenneth Cottingham

The area described herein is situated on what is known as the Arches Fork anticline in Roane and Calhoun Counties, W. Va. When the area was first mapped, it was felt that well records would give a more intimate idea of conditions, both structural and lithologic, than could be expected from surface horizons. The surface formations are chiefly members of the Monongahela series, though northward the hilltop outcrops are those of the Dunkard. Neither series offen a key horizon sufficiently definite to be satisfactory, although the structure as determined from well records was later checked against two of the more persistent surface sandstones. In mapping the subsurface structure, the top of the Big Lime (Green-brier) was employed as the key horizon. The average depth to the top of the Big Lime varies from 1600 to 2000 ft. (487 to 609 m.), while the average thickness as indicated by well records is 113 ft. (34 m.). The oil-producing formation is the Big Injun, lying just below the Big Lime. In two instances, well records show the Lime and Injun separated by a few feet of "break." The Big Injun is recorded as having a variable thickness. Seven logs report it as missing and one gives it the maximum thickness of 105 ft. (32 m.), while the entire average for thickness is 19 ft. (6 m.). Relation of Structure to Thickness of Big Injun The seven wells reporting the Big Injun as absent were located near the anticlinal axis. Moreover, the general tendency is a thickening of the Injun on the flanks of the anticline, increasing with distance from the axis. Manifestly, this apparent anomaly has no stratigraphic basis, as the actual thickness of the Big Injun and the overlying Big Lime was determined by original deposition which no amount of subsequent folding could appreciably alter. Fig. 1 is a skeleton map of structure based on the top of the Big Lime; Fig. 2 is a cross-section showing the thickness of the Big Injun.

Jan 1, 1923

By Kenneth Cottingham

The area described herein is situated on what is known as the Arches Fork anticline in Roane and Calhoun Counties, W. Va. When the area was first mapped, it was felt that well records would give a more intimate idea of conditions, both structural and lithologic, than could be expected from surface horizons. The surface formations are chiefly members of the Monongahela series, though northward the hilltop outcrops are those of the Dunkard. Neither series offen a key horizon sufficiently definite to be satisfactory, although the structure as determined from well records was later checked against two of the more persistent surface sandstones. In mapping the subsurface structure, the top of the Big Lime (Green-brier) was employed as the key horizon. The average depth to the top of the Big Lime varies from 1600 to 2000 ft. (487 to 609 m.), while the average thickness as indicated by well records is 113 ft. (34 m.). The oil-producing formation is the Big Injun, lying just below the Big Lime. In two instances, well records show the Lime and Injun separated by a few feet of "break." The Big Injun is recorded as having a variable thickness. Seven logs report it as missing and one gives it the maximum thickness of 105 ft. (32 m.), while the entire average for thickness is 19 ft. (6 m.). Relation of Structure to Thickness of Big Injun The seven wells reporting the Big Injun as absent were located near the anticlinal axis. Moreover, the general tendency is a thickening of the Injun on the flanks of the anticline, increasing with distance from the axis. Manifestly, this apparent anomaly has no stratigraphic basis, as the actual thickness of the Big Injun and the overlying Big Lime was determined by original deposition which no amount of subsequent folding could appreciably alter. Fig. 1 is a skeleton map of structure based on the top of the Big Lime; Fig. 2 is a cross-section showing the thickness of the Big Injun.

Jan 1, 1923

By Walter O. Snelling

In combating mine-fires the use of carbon dioxide as a means of producing an atmosphere in which combustion cannot be sustained, has been many times suggested and frequently tried, generally with a fair degree of success. The carbon dioxide is produced by acting on limestone with dilute sulphuric acid, large wooden boxes being used to hold the limestone, and arranged in such a manner that one box may be cleaned and refilled with blocks of limestone while another is being used in generating the carbon dioxide.. The gas is led by means of pipes of large diameter to the location of the fire, tight brattices having been previously put up as close to the fire as possible on every side, so as to limit the space to be filled with the gas to the smallest possible volume. The cost of producing carbon dioxide has been, however, a decided draw-hack to the use of this method, and the danger of producing carbon monoxide by the reduction of the carbon dioxide by heated carbon, and consequently bringing about an explosion, has also tended to prevent the application of this method. The use of sulphur dioxide in combating mine-fires has not, I believe, been previously suggested or tried, and yet the method presents such decided advantages over the use of carbon dioxide that it seems proper to suggest the advisability of considering it as a cheap, convenient, and safe means of fightr ing stubborn mine-fires. 1. Cost, Preparation, etc.—One ton of brimstone, costing from $20 to $30, will produce about 25,000 cu. ft. of sulphur dioxide gas, and allowing for all sources of loss it is probable that sulphur dioxide gas can be produced for about $1,300 per 1,000,000 cu. ft. For carbon dioxide gas, produced by the action of sulphuric acid on limestone, a good estimate would be $4,000 per 1,000,000 cu. ft., provided that sulphuric acid

Jan 1, 1909