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Jan 1, 1951

Jan 1, 1951

Jan 1, 1951

CHARGING of an open-hearth heat is begun as soon as possible after the previous heat has been tapped. Ordinarily, about 40 min is required to drain and dress the furnace hearth, make up the taphole, and perform routine repairs of the banks. Repairs to the upper back wall and to the front wall and jambs can ordinarily be done while the first scrap charge is being heated and are therefore allowed to wait in order to save furnace time. Any major repairs required on the hearth or other parts of the furnace necessitate longer delays because such repairs must be made while the furnace is empty. Although charging practice varies considerably in detail with the type and proportions of scrap and iron used, many factors are common to all varieties of charge. Such general considerations are dealt with first. CHARGING EQUIPMENT AND STOCK HANDLING The physical equipment available for loading and weighing the stock, transporting it to the furnace, and charging it, may have a major effect on charging practice. Limestone, scrap, and all other solid melting stock are charged mechanically by means of equipment illustrated in Fig 2-1. The charging of hot metal is shown in the background of this figure. Mechanical equipment and plant layout for stock handling are described in Chapter 1. It is generally desirable to charge the scrap about as fast as the physical volume can be put into the furnace. Charging scrap that is too heavy or adding the charge too rapidly (less than 45 min) may be detrimental to melting rate because of excessive chilling of the entire furnace system and also because of poor conduction of heat to the lower layers in the furnace; but the more common problem is the reverse one of charging light 'scrap fast enough to maintain a normal heat time. A limiting factor may be the height to which the scrap may he piled in the fur-

Jan 1, 1951

Jan 1, 1951

Jan 1, 1951

By Richard Hamburger

The purpose of this paper is to call attention to certain methods which will shorten and simplify the calculation of plane tri-angulation. These methods, though not new & do not appear to have been properly publicized in the United States. The cotangent (or tangent) solution of a triangle permits calculation of coordinates in a smooth series of operations of the calculating machine with a minimum of notation. The semigraphical solution permits the simultaneous solution of a number of intersections, at one station, without the added burden of solving additional triangles. This in turn encourages more numerous field checks and more complete office computation than would normally be undertaken. RICHARD HAMBURGER, Junior Member AIME, is Junior Engineer, Inspiration Consolidated Copper Co., Inspiration, Arizona. TP 2798 A. Discussion (2 copies) may be sent to Transactions AIME before March 31, 1950. Tables I and I1 show the distinct advantage which the combined use of the cotangent and the semi-graphical solutions hold over, what might well be called, the standard solution. It will be shown that the positions for the entire net in fig. 1 may be calculated without computing any distances, thus saving much computation. (2) Comparison of Cotangent and Standard Solutions: To compare the cotangent method with the standard method, the notation involved in the solution of triangle 1-X-4, fig. 1, by both methods is shown. Fig. 2 shows the given information, that is, the coordinates and azimuths of Stations 1 and 4, and angles of the triangle or the azimuths from Stations 1 and 4 to Station X. (Azimuths are used here because the author feels that they are easier to handle, but bearings may be used by those who prefer them). It will be seen from the above comparison that the advantages of the cotangent solution of a triangle are: (a) rapidity, (b) full use of the calculating machine, (c) the small number of

Jan 1, 1951

By Leslie C. Richards

Sooner or later the potential miner of industrial minerals reaches the conclusion that of the various factors he must consider, the marketing of his product is. the most important. The sooner he realizes this the better, as successful industrial mineral producers .will confirm. Herein lies a difference between i.ndustria1 mineral mining and metal mining. Often in the latter, technical problems of mining or concentrating are equal to or even surpass those of marketing. This is not meant to imply that there are no problems in mining and beneficiation of industrial minerals, but these usually are outweighed by the problem of marketing. Recentlv. an official of a nationally known corporation :i the elecl.ro-metallurgical industry made an industrial mineral survey in the Pacific Northwest. In the course of his investigation he interviewed producers and potential producers of the various industrial minerals scheduled for use in the plant now being constructed in this area. He stated that he was interested in only three factors: namely, (1) Can your product meet our specifications? (2) Are you able to supply our tonnage requirements? and (3) What will be the delivered price? If there are several sources of supply of sufficient grade and tonnage, as is often the case in the Northwest, then the third factor becomes the important and deciding one. While industrial minerals are usually sold f.0.b. cars with the freight being paid by the buyer, it is the delivered and riot the f.0.b. price that determines the competitive position of the producer and his industrial mineral product. Unfortunately for both the consumers and producers of industrial minerals in the Northwest, the sources are generally a considerable distance from the markets. This necessitates long rail hauls, for which transportation charges make up the largest share of the delivered cost and the delivered price of the product. Is it any wonder then, that rail rates play such an important part in the marketing of industrial minerals? In order to sell his product, the producer must be able to deliver to the market at a competitive price. It must be remembered that his largest cost factor is rail transportation, and that he is limited to markets that he can reach competitively. Since the cost of rail transportation is so important, let us compare various freight rates in the Northwest and attempt to determine their influence on marketing. A study of all rates on all industrial minerals transported in this area, is beyond the scope of this paper. For the purposes of comparison, let us consider limestone (broken, crushed, or ground), and silica rock. These are widely used industrial minerals, and are carried by several different rail routes from.the sources of supply to the centers of consumption in the Pacific Northwest. Markets and Sources of Supply: Limestone has a number of uses in western Oregon and Washington. Among them are agricultural lime for the soils of the Willamette Valley and southwestern Washington; paper rock for the mills in such cities as West Linn, Oregon City, Newberg, St. Helens, and Salem, Oregon, and Camas and Everett, Wash.; chemical and metallurgical-grade limestone for the metallurgical plants centering around Portland, and the Tacoma-Seattle areas'; and sugar rock for the sugar refineries at Toppenish, Wash., and Nyssa, Oregon. Since limestone for cement manufacture is generally processed near the quarry, transportation

Jan 1, 1951

By H. McLeod

Introduction In the period from 1939 to the present, Canada has experienced a remarkable industrial expansion, rising to probably seventh in rank amongst world countries. In the early part of this period, the desperate need for military supplies unloosed tremendous amounts of capital for building new factories and for expanding and converting existing facilities. Mines, factories, and other divisions of the industrial economy bent every energy toward greater and greater output. The result was an 80 per cent increase in the volume of the nation's production within a period of four years, a truly remarkable accomplishment and one in which the mining industry had a very vital part. After the critical year, 1944, the tempo of industry eased off a bit, dropping approximately 20 per cent by 1946. At this time the prospects or post-war industry were clouded by monetary and political chaos in overseas countries, by trade restrictions, and by market uncertainties. There was, of course, a pent-up demand, both at home and abroad, for civilian goods that had been curtailed during the war and for capital equipment that had been destroyed. In the midst of this world-wide uncertainty, if anyone had ventured to predict that by the end of 1950 Canada's industrial output would be back to the 1944 level and humming along at nearly twice the best pre-war pace, he would have been considered rash indeed. Yet this has been the case.

Jan 1, 1951

By W. C. Elli, M. E. Fine

YOUNG'S modulus of elasticity in metals ordinarily decreases with rising temperature. The range of the thermoelastic coefficient at room tem- 1/E dE/dT perature (temperature coefficient of modulus, is illustrated1 by the values for tungsten and hard-drawn aluminum, —95 and —1220x10-6 eg C-1. However, a nearly zero thermoelastic coefficient is observed in some ferromagnetic alloys over a limited temperature range. In these alloys, as the temperature is raised, an increase in modulus arising from loss of ferromagnetism compensates the normal decrease. Iron-nickel alloys containing 36 to 52 pct Ni behave in this manner. In the present investiga- tion, the dependence of the modulus and thermo-elastic coefficient on cold working and annealing were studied in iron-nickel alloys in this range of nickel. Although these alloys, when fully annealed, have a coefficient near zero over a very small temperature interval, the temperature range of low coefficient can be extended greatly by straining and then stress-relief annealing. The modulus of face-centered cubic iron-nickel alloys annealed at 1000°C does not vary linearly with composition at room temperature but, as shown by the solid line of fig. 1, from Koster,' is minimum at 40 pct Ni and maximum at 87 pct Ni. The modulus increases with applied magnetic field but retains the minimum near 40 pct Ni. Schematic change of modulus with temperature for three compositions is shown in fig. 2.'. ' With increasing temperature, the slope becomes less negative, goes through zero (temperature of minimum modulus for the alloy), becomes positive, and resumes its normal negative value above the Curie

Jan 1, 1951

The object of this paper is to give an insight into various metallurgical operations involved in the making and shaping of steel for shipbuilding at the Newcastle plants of the Broken Hill Proprietary Co. Ltd., Commonwealth Steel Co. Ltd. and the Port Kembla plant of Australian Iron and Steel Ltd. Whilst not steelmakers, inasmuch as their processes start with semi-finished. steel supplied by the Steelmaker, the plants of Stewarts and Lloyds (Aust.) Pty. Ltd. and their associate company, British Tube Mills, Rylands Bros. (Aust.) Pty. Ltd. and the Newcastle and Kembla plants of John Lysaghts (Aust.) Pty. Ltd. make substantial contributions to the Australian shipbuilding industry, principally by way of boiler tubing and wires for welding rods and sheet steel, including special silicon lamination sheet for electrical motors.THE MAKING OF STEELThe making of iron and steel began as an accident, slowly developed as an art and has not yet become an exact science. The iron age dawned on the day when, by chance, man's primitive ancestor built up the wall of his fire with ironstone. In the ashes of the fire he found pieces of sponge iron from which he hammered out the first sample' of wrought iron. For many centuries iron ·was manufactured in bloomeries and occasionally, when the temperature was excessive, the iron combined with some carbon and steel was produced. But it was not till '1740 that steel was manufactured under controlled conditions. In that year Huntsman invented the crucible process which held undisputed sway for over a 100 years until in 1856 the invention of the Bessemer process revolutionised the whole industry.From then on, rapid progress was made. The Siemens...

Jan 1, 1951

By Fred D. Wright

Some new equipment for drilling vertical holes, cleaning blast holes, hauling explosives, and conditioning Diesel exhaust gas has been developed. at the Bureau's Experimental Oil-Shale mine near Rifle, Colo, The equipment has application, not only in oil-shale mining, but in many of the country's underground mines in which room-and-pillar methods of mining are employed. This report presents the Bureau's experience in testing the following equipment in the Experimental Oil-Shale mine: 1. A four-drill benching jumbo for drilling 23-foot vertical blast holes 2. A jet borehole blower for efficient cleaning of deep, vertical blast holes. 3. An explosives truck equipped with two compartments to provide safe conveyance for dynamite and detonators. 4. A mobile, electric substation to provide switching equipment, low-voltage and overload protection, and transformer facilities to remote locations in the mine. 5. A chemical conditioner for scrubbing the exhaust gases from Diesel-powered equipment used in underground operations. 6. Other units of equipment which have been tested at the Experimental mine.

Jan 1, 1951

By F. Doxey

Introduction In order to improve outputs and to reduce or hold mining costs, many attempts have been made to mechanize the getting and loading of coal in the major coal producing countries, and machines of various kinds and sizes have been designed and manufactured. Some of the most important are: Joy Continuous Miner Joy Coal Auger Goodman Mining Machine Lee-Norse Koal-Master Jeffrey Colmol Cardox Hordsecg Recovery Drill German Coal Plough British Coal Plough with agitated blades M. & C. Samson Stripper AB Meco-Moore Cutter Loader Joy Gloucester Getter The three last named are the chief longwall machines in use and the AB Meco-Moore and the Samson Stripper are doing a good job in their respective applications. It is understood that the Gloucester Getter recently installed in a British colliery also shows reasonable promise. It was felt, however, that to meet the conditions of the mines in Nova Scotia, any machine developed must have certain distinctive characteristics. It must: ( 1) Be able to cut and deliver coal in quantity and of the right sizes ( 2) Be easily manoeuvrable ( 3) Be suitable for longwall operations ( 4) Not interfere with timbers already set ( 5) Cut its own stable (6) Work on reasonably heavy gradients

Jan 1, 1951

By J. J. Forbes

The investigation of major and minor coal-mine disasters has been a routine function of the Bureau of Mines since its inception in 1910, and the facts obtained during such investigations have been used as a basis for determining the precautions that the managements and employees of many mines are observing to forestall similar occurrences. The Bureau has conducted research on roof-control and other mine problems, but a comprehensive study of other fatal accidents was not attempted until February 10, 1950, when the policy of investigating all coal-mine fatalities in the United States was approved by Bureau of Mines Director James Boyd. The investigations are being conducted by Federal coal mine inspectors functioning under the provisions of the Coal Mine Inspection and Investigation Act of May, 1941, Public Law 49; and reports covering the investigations are distributed to management, the State mine-inspection agency, and representatives of the mine workers' organization have jurisdiction at the mine.

Jan 1, 1951

By S. H. Ash

"INTRODUCTION Mine fires have occurred since underground mining of minerals began, and they are still occurring. The technical literature is replete with papers relating to mine fires.Means and methods for controlling and extinguishing mine fires and preventing explosions and other accidents require the collection and analyses of samples of the atmospheres surrounding the fire. Such atmos¬pheres are complex mixtures of gases (1, 3, 4, 15, 21, 23).3/SUMMARYExperiences at mine fires (1, 3, 4, 15, 21, 23) have proved conclusively that mine-air analyses furnish the only means of judging what is going on in a mine fire area. Mine-air analyses give evidence of conditions that require immediate protection, govern the order and control the manner in which a fire is fought, show the necessity of bulkheads and establish the places to construct them, indicate whether or not a fire is being controlled or is being extinguished, and govern procedure in sealing and unsealing mine fires.It is commonly believed that danger to life and property from mine-fire atmospheres is greatest in coal mines; this is true only to the degree that the explosion hazard is greater in coal mines than in noncoal mines because of the presence of combustible gases. The problem of gas poisoning is greater in noncoal mines because of the more frequent occurrence of poisonous and innocuous gases, oftentimes the lack of controlled ventilation, and usually greater difficulties in sealing mine-fire areas. Sulfide minerals present a serious hazard in many metal-mine fires when sulfur dioxide is formed. The country rock or ore body itself may contain or be limestone, which may be calcined. Emanations of carbon dioxide are found."

Dec 1, 1950

By A. T. Coumbe, I. F. Avery

The Bureau of Mines has completed a survey of petroleum pipe - lines by direct correspondence with the oil companies and the use of the records of the Interstate Commerce Commission in order to cover both interstate and intrastate systems . The review shows that crude petroleum and product pipe -lines in the United States had a total length of 152,814 miles on January 1 , 1950 , an increase of 25,463 miles since May 1 , 1941 , the time of the last previous survey . The expansion in pipe -line systems was due largely to new trunk-line construction , as the mileage built to carry refined products increased by 11,880 miles , and those intended for crude -oil transportation gained 6,193 miles . Trunk lines represented 60 percent of all pipe -line mileage on January 1 , 1950 , compared with 58 percent in 1941 . The average diameter of trunk -lines for crude oil , as calculated on the various sizes and weighted according to their respective lengths , increased to 9.8 inches on January 1 , 1950 , compared with 8.4 inches on May 1 , 1941. The mileage for lines up to 8 inches used in crude trunklines has decreased since the 1941 survey , while those of larger sizes have increased . The extensive use of large- diameter oil pipe -lines has developed since the construction of two major lines from Texas to the East Coast at government expense as a World War II emergency measure . The successful operation of these lines proved their economic advantages over smallerdiameter lines as well as their effectiveness in moving unprecedented volumes of oil during the period when tanker movements were restricted by submarine action in the Atlantic Ocean . The 24-inch diameter " Big Inch " line carries over 300,000 barrels daily of crude oil , and the 20 -inch " Little Big Inch " carried over 230,000 barrels daily of gasoline and light fuel oils to destinations where they were urgently needed . Hence , Although these lines were sold and converted to natural -gas service in December 1946 , after fulfilling their wartime mission , their record proved to the industry that significantly lower operating and investment costs per barrel -mile of oil moved could be achieved than were possible with the comparatively small lines in general use up to that time . the several major oil pipe -line projects that have been constructed since the late war are of large diameter pipe . To assure supplies and market outlets of sufficient magnitude to support such lines and provide adequate flexibility , ownership is often shared by several large companies whose transport needs are served in common . The principal recent expansion in facilities has been from supply points in Southwestern States toward markets in the North and East and to Gulf tidewater .

Dec 1, 1950

By Gustav Wirth

"ABSTRACTIn exothermic and endothermic catalytic reactions, control of the temperature is of utmost importance. Basic calculations are developed for determining catalyst volumes of various types of reactors that give particular temperature distributions, and the individual designs are compared.INTRODUCTIONA narrow range of permissible operating temperatures characterizes many, catalytic reactions, and yields of the desired product are reduced sharply if operating temperatures fall outside of this optimum range. In order to achieve close temperature control, reactors with internal heat exchange have been developed in which thin layers of catalyst are located between cooling surfaces.The temperature distribution for an exothermic reaction in such a thin catalyst layer is shown in figure 1. Reactive gases flow downward through the catalyst section, which is 2so wide. It is assumed that a constant amount of heat is generated per unit of bulk catalyst volume, and that this heat is entirely removed through the walls. Consequently, except for a short section at the entrance of the reactor, the heat of reaction is not available for raising the temperature of the gases. Thus, at all points equidistant from the axis, the temperature is the same throughout the entire reactor. At the middle of the gas stream, the temperature is designated as uo. Traveling radially from this point, the temperature decreases because of the removal of heat through the walls and reaches, in the vicinity of the cooling surface, the value u1. Over a relatively narrow zone of width, b, the temperature falls to the value u2 at the cooling surface. Because inadequate data are available on heat-transfer coefficients for a gas flowing through a porous bed, and also because the narrow zone, b, is probably without effect on the reaction by virtue of its low temperature, the temperature drop in this zone at the cooling wall was disregarded. The following calculations were made on the basis of the temperature drop (u0 - u1) resulting from heat conduction within the main body of the catalyst bed only."

Nov 1, 1950

By George H. Holmes

This paper is one of a series being prepared by the Minerals Division of the Bureau of Mines on mining and milling methods and practices at various mines in the United States. It describes such methods at the Caselton mine of the Combined Metals Reduction Co. The Caselton mine and mill are in secs. 28 and 29, T. 1 N., R. 67 E., M. D. B. & M., Lincoln County, Nev., about 10 miles by paved highway south- west of Pioche, Nev. (fig. 1). the history of the district and company This circular summarizos operations, describes physical features, labor and living conditions, the geology, ore deposits, and the ore. Prospecting and exploration methods are outlined, and shaft sinking, drifting and crosscutting, and raising are covered under development methods. In the soction on mining mothods, stoping and slushing are discussed, following which are descriptions of underground transportation, hoisting, ventilation, drainage and sampling, and surveying. The surface and crushing plants are described, and milling practices are presented in dotail with explanation of the filter plant and assay office. Safoty practices and the company organization are described in the concluding sections of the circular.

Nov 1, 1950

By Robert S. Sanford

"INTRODUCTION AND SUMMARYThis paper is one of a series recently undertaken by the Mining Branch, Bureau of Mines, College Park, Md., to describe current practice in hauling ore and waste by truck at various mines.Heavy-duty ore trucks are replacing railroads at many large open-cut mines and even at a few underground mines. Recently a few mines have been equipped with trucks for transporting ore to a central point, from which conveyor belts move the ore out of the mine. This paper deals only with truck haulage methods and costs.The requirements for efficient low-cost truck haulage are good trucks designed for heavy loads, adequate truck maintenance, smooth roads, and well-trained truck drivers.A correct balance must be maintained between the primary crusher capacity, the number of shovels loading ore, and the number of trucks hauling ore.The cost of tires is important. Tire companies are manufacturing better tires. Mining companies are prolonging the life of tires by building better roads and maintaining correct tire pressure.The trend is toward heavier equipment. In 1949 it cost $0.0925 a long ton to haul ore and waste with a 15-ton truck and $0.0743 a long ton with a 22-ton truck.When trucks are properly maintained, hauling costs do not increase with the age of the trucks. During 1948 it cost $0.1118 per long ton to haul with the four oldest 15-ton trucks and $0.1130 per long ton to haul with the four newest 15-ton trucks, two of which were purchased in 1945 and two in 1947.The weighted ayerage cost of hauling a long ton of ore to the crusher and waste to the dump has been reduced from $0.1159 in 1948 to $0.087 in 1949."

Oct 1, 1950

By L. T. MCELVENNY, Robert B. McElwaine, M. Clair Smith

Production of mercury from the cinnabar deposits of the southwestern Arkansas mercury district began in 1931 , reached its peak in 1942 , and ended in 1944. The mines are now idle . Virtually all the cinnabar was obtained from deposits in a belt , about a mile wide , of steeply dipping sandstone beds in the overriding blocks of three thrust faults . The belt was productive for a length of about 27 miles eastward from eastern Howard County, through Pike County, into Clark County . During the early life of the district, Federal agencies watched and recorded its progress as a contributor of a strategic metal, and later, during the war, conducted investigations designed to advance its development . In 1941 , the Bureau of Mines and the U. S. Geological Survey cooperated in investigations on eight mineralized areas in the western part of the district , to wit : Hales mine , U. S. mine , Lulu Bell property, Hopkins Hill , East Gap Ridge , Gap Ridge , Parnell Hill , and Section 17 mine area . U. S. Geological Survey prepared both surface and mine maps and designated the areas to be investigated ; the Bureau did the drilling , trenching, and sampling involved in the investigations . Twelve holes , aggregating 3,539 feet of bore , were diamond drilled on six properties ; 5,309 linear feet of surface trenches were bulldozed in six areas and 19 samples taken from them ; and 86 underground channel samples were cut in two adits on one property . In 1944 , the Bureau of Mines measured mine dumps and calcine dumps in the district in an investigation of their mercury content . Two mine dumps and one calcine dump were sampled . The data pertinent to the work done by the Bureau are included in this report .

Oct 1, 1950