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By A. Dubnie

Three periods of major activity have led to the development of the present mineral industry in northern Canada. At the turn of the century, placer gold was discovered in the Yukon Territory and production has been continued to the present day. In the late 1920's and early 1930's, vigorous aircraft- aided exploration resulted in the discovery and production of radium at Port Radium on the southern shore of Great Bear Lake and of gold at Yellowknife on the north shore of Great Slave Lake. During this period, oil was discovered at Norman Wells. Present mineral production is today largely derived from deposits which have been developed in the 1950's. Among these are the re-opened deposits of United Keno Hill, uranium deposits at Uranium City, natural gas resources from the Peace River gas area, nickel-copper deposits at Lynn Lake and Rankin Inlet, and the Cassiar Asbestos deposits at McDame Mountain.

Jan 5, 1961

By Frederic Benard

PRIOR to 1936, the Ontario Refining Co. received all incoming blister copper from The International Nickel Company's smelter in the usual form of 460-lb. cakes, or slabs. These were received in open cars in lots of 250 pieces. At the refinery the cakes were unloaded onto narrow-gauge cars, for convenient handling and pickup by charging cranes. In March 1936, an investigation was started on the feasibility of transferring converter copper in the molten state from the smelter to the refinery anode furnaces, a distance of 1 ¼ miles. Although common in steel practice, the transportation of blister copper in this form had not previously been attempted and a preliminary study of the various factors involved was therefore necessary. For this purpose, a series of experiments was made in which molten copper, removed at different stages during the furnace cycle, was held in a small portable holding furnace. This vessel was essentially a refractory-lined steel cylinder provided with ports for filling and emptying, heated by an oil burner. Dimensions of the steel shell were 3 ft. 10 in. diameter by 7 ft. 3 in. long, and thickness of refractories depended on the design and combination used for the particular experiment. The vessel was filled with approximately 2 ½ tons of copper at a predetermined temperature, the lining having been preheated to a definite point by means of an oil burner. All openings were well luted and temperature readings were made every 15 min. by means of an immersion-type thermocouple. In this manner the rate of heat loss resulting with different refractory design could be developed. The ratio of exterior surface to weight of metal was taken into consideration in comparing the experimental results with what might be expected for a full-sized unit, and observations were also made on type and degree of slag accretion. It was not possible to get as much information on this latter point as desirable, but all evidence showed that the problem would be control of slag build-up rather than attack on refractories. From the information derived, and in consultation with the engineering staff of the supplying company, an order was placed for the first

Jan 1, 1938

By Frederic Benard

PRIOR to 1936, the Ontario Refining Co. received all incoming blister copper from The International Nickel Company's smelter in the usual form of 460-lb. cakes, or slabs. These were received in open cars in lots of 250 pieces. At the refinery the cakes were unloaded onto narrow-gauge cars, for convenient handling and pickup by charging cranes. In March 1936, an investigation was started on the feasibility of trans-ferring converter copper in the molten state from the smelter to the refinery anode furnaces, a distance of 114 miles. Although common in steel practice, the transportation of blister copper in this form had not previously been attempted and a preliminary study of the various factors involved was therefore necessary. For this purpose, a series of experiments was made in which molten copper, removed at different stages during the furnace cycle, was held in a small portable holding furnace. This vessel was essentially a refractory-lined steel cylinder provided with ports for filling and emptying, heated by an oil burner. Dimensions of the steel shell were 3 ft. 10 in. diameter by 7 ft. 3 in. long, and thickness of refractories depended oil the design and combination used for the particular experiment. The vessel was filled with approximately 2 ½ tons of copper at a predetermined temperature, the lining having been preheated to a definite point by means of an oil burner. All openings were well luted and temperature readings were made every 15 min. by means of an immersion-type thermocouple. In this manner the rate of heat loss resulting with different refractory design could be developed. The ratio of exterior surface to weight of metal was taken into consideration in comparing the experimental results with what might be expected for a full-sized unit, and observations were also made on type and degree of slag accretion. It was not possible to get as much information on this latter point as desirable, but all evidence showed that the problem would be control of slag build-up rather than attack oil refractories.

Jan 1, 1938

By Warren E. Wilson

THE transportation of solids in pipe lines is a matter of deep concern in many fields of engineering. Much experimental and theoretical work has been done in an effort to devise means of designing pipe lines that will satisfactorily transport given solid loads, but there remain many unanswered questions in this field. The present discussion will be confined to a rather narrow portion of this field and will endeavor to point out certain factors that may well be considered when comparing the relative economy of various installations. The data have been presented previously but a new interpretation was prompted by a suggestion in a paper by Professor O'Brien,1 of the University of California, that the friction work per pound of dry material should be considered in determining the relative efficiency of various installations. This method of considering relative economy in various pipe lines leads to some rather unexpected conclusions, especially with reference to the economy of large pipe sizes. A previous suggestion by the writer3 concerning the economy of a rather peculiar type of installation is strengthened. It is not believed that the considerations set forth herein apply directly in the case of dredge lines, where economy is largely a matter of a high rate of pumping in order to reduce the unit overhead charge. However, it is believed that some value may be gained from these considerations in cases involving the disposal of a fixed amount of solids per unit time with a minimum expenditure of energy and at a low cost for replacement of worn pipes. Such situations are not uncommon in the disposal of mill tailings and the disposal of solids deposited from irrigation waters. It was found that data leading to general conclusions for various pipe sizes were not available but certain definite trends are indicated and methods of analyzing available data are presented in the hope that they may be of assistance in preparing engineering estimates on designs of pipe lines of the type described above. ENERGY. REQUIREMENTS Carrying out the idea contained in Professor O'Brien's paper concerning the method of computing energy required to transport solids, the following analysis leads to some rather interesting conclusions. Let us represent: [Solids load in terms of mass per unit time by W Ratio of mass of suspended solids to total mass of mixture flowing by p Volume rate of flow of mixture by Q Length of pipe by L Slope of energy grade line by s Mass per unit volume of solids by m, Mass per unit volume of liquid by ml Mass per unit volume of mixture by m,,, We then have as an expression for the solids load: W = pQm¬] The work done per unit mass, P, on the mixture to move it along the pipe the

Jan 1, 1945

Inflation, tight money and keen competition spur companies to consider advanced material handling systems capable of reducing cost per ton of moving ore, waste or men and supplies. Since transportation charges account for an average of about 25% of the total delivered price of a product, then this cost center may actually determine the economic value of a new deposit. This being so, it is interesting to note that of the 1.4 billion tons of revenue freight carried by all Class I carriers of the nation in 1967, over 247 million tons or 17.5% were industrial minerals or products dependent on industrial minerals, i.e., glass, gypsum board, brick, etc. Because most bulk commodities have a comparatively low market value and are usually classified for lower than normal freight rates, railroads rely on large volumes and better equipment utilization to effect an equitable return. It is for this reason that the unit and shuttle train concept came into being. The average rate per ton-mile of all materials hauled by rail in 1968 was 1.31 cents. The low rates existing for industrial minerals contributed to this low average as did unit and shuttle train rates.

Jan 10, 1969

By J. W. Buch

IN THE FIELD of track haulage, interest has seemed to center on the question of larger mine cars both for handling material from loading point to shaft bottom or surface, and for shuttle service. Saving of time in car changing is obvious if larger cars are used. In addition, shorter trips result where car transportation is from face to opening without transfer. This also brings about side-track and equipment savings. Track shuttle service, using large automatic-dump cars (10 tons) between loading machines and trip loading point, has been a satisfactory solution for the operator who mechanizes a working mine regularly equipped with a large number of small mine cars. This development in track shuttle haulage, has made track installation and maintenance increasingly important, requiring closer supervision.

Jan 1, 1942

By William F. Haddon, Phillip J. Maddex

Marco Polo brought the first borax to Europe late in the 13th century. It was especially treasured then for one of its many qualities-that of working with gold as a soldering flux. Georgius Agricola in 1556 gave it the name chrysocolla (which the Moors called borax)-literally, "gold glue." Deposits of borax have been elusive and widely scattered-first found only in Tibet and Italy, and, in 1836, at Iquiqui, Chile. Dr. John Veatch made the first California discovery in 1856 while examining a mineral spring east of Red Bluff. This "Borax Lake" soon supplied 90% of U.S. demand, but flooding and other production problems caused the scene to shift from Borax Lake to Little Borax Lake and then to Nevada in 1871. Early transportation was by "Twenty-Mule Teams."

Jan 1, 1971

By John W. Buch

IN my review a year ago I pointed out that a small coal-mining companies as well as large had decided that the so called ?central shop? was a benefit. These central shops replaced in a large measure the commercial shops operated by those who have no direct connection with production of cod. Central shops in this time of salvage and major repairs have proved their worth. In addition, many of the larger companies had in their central shops equipment available for the production of many thousands of parts for our vast war machine and, as subcontractors, are doing this type of work. This is a real contribution to the war endeavor. Lack of new supplies has resulted in exhaustion of those stocks formerly stored or hidden in underground shanties. This means that the small stock of repair parts likely LO be available to any mine

Jan 1, 1943

By E. P. Pfleider, C. A. Dufresne

The problem of mooing open-pit ores over large vertical distances is increasing in importance because of the immense deposits being mined. Gravity fall of ore through transfer raises to central haulage points underground has advantages for certain open-pit operations, and this method is being seriously considered for the Carol Project now underway in Canada.

Jan 6, 1961

By W. A. Clark, E. H. Dresser

ORE from the Minnesota iron ranges is transported from the mines to the loading docks on Lake Superior over four different railways: the Great Northern, Northern Pacific, Soo Line, and Duluth, Missabe and Iron Range, with hauls varying from 60 to 110 miles. For this service a large amount of specialized equipment is used. The steel ore cars are of the hopper type, 24 ft. long, to dump into alternate pockets of the docks, these pockets being 12 ft. long to correspond with the 12 or 24-ft. spacing of the boat hatches. The more recently con-

Jan 1, 1941

By Samuel Lasky

FAULTING at Kennecott, with its attendant fracturing, is unusual, complex, and important. As study. and knowledge of the various fault systems have progressed, appreciation of that importance has helped in the selection of proper horizons for exploration and in the avoidance of useless crosscutting and drifting. During the study of this faulting and fracturing, a suggestion concerning the formation of the ore-bearing fissures occurred to me. Further study in the available portions of the approximately 45 miles of workings in the Kennecott mines for the purpose of checking up the the suggestion led to the hypothesis which this paper will attempt to present. Briefly, the hypothesis may be stated as follows: The formation of transverse faults that stop against a main, system is connected with changes in the strike or dip of the main fault, and such cross faults or fractures lie in the moving block of the main fault system and indicate a change in strike or dip of the main fault. It has been found that each kind of change tends to produce definite effects and that careful study of the evidence can often suggest the exact type of change.

Jan 1, 1928

By James Howard

ON Aug. 25, 1911, a rail failed on the Lehigh Valley Railroad, causing a disastrous wreck. The surface of the fracture was in a plane at right angles to the length of the rail. There was a dark-colored, oval spot on this surface, located on the gage side of the head, representing the part of the rail which was the first to fracture. The nucleus of this spot showed that the fracture had an interior origin. Other fractures of this kind, the peripheries of which had not reached the surface of-the rail, presented surfaces having a silvery luster. The darkened surface of the present fracture was caused, doubtless, by the air having had access to it. This fracture was recognized as a fatigue fracture, of a modified type, its interior origin having been due to a component in the rail which is not usually present in cases of fatigue fractures. The metal next the running surface of the head of the rail was in a state of internal compression, this being the component not commonly met with in other cases, and which caused the fracture to have its interior origin. For the purpose of giving this modified type of fatigue fracture a specific name, for identification, the term "transverse fissure" was applied. No mystery was thought to attach to its formation, or to its development. The explanation of its occurrence was obvious in the light of common knowledge upon the behavior of steel under repeated alternate stresses. By reason of the state of internal compression at the running surface, the maximum tensile stresses in the head, under bending loads, were along an interior element. Here the tensile strains were higher than in the fibers more remote from .the neutral axis. Under such conditions the fracture of the rail would be expected to have an' interior origin. A discussion of the subject of transverse fissures essentially becomes a discussion of fatigue fractures, since they are identical. The descriptive term employed, merely for the identification of this type of fatigue fracture, had the appearance of creating alarm. Apprehensions arose that a new phenomenon in the physical properties of steel had presented itself, the explanation of which was sought in every

Jan 11, 1917

H. D. HIBBARD, Plainfield, N. J. (written discussion *).-While this valuable and timely paper may not go to the root of the matter, it deals with many of the elements and factors involved. It might be taken as the engineer's solution of the case, starting with the assumption that steel is steel, while the tendency for a rail to have transverse fissures may, and probably does, depend, in part at least, on conditions met before it reaches the track. Admitting with the author that "brittleness of fracture in all grades of steel is characteristic of fatigue tests" we may yet look farther back to find out, if possible, why some rails and some steels are more prone to have transverse fissures than others, for it has been found that rails from certain heats of steel developed these fissures under a service which

Jan 3, 1918

C. W. GENNET, JR.,* Chicago, 111. (written discussion?).-Since the Lehigh Valley accident, transverse fissures have become a source of constant anxiety to railroad officials, because such defects, only infrequently detected by the trackmen, may appear under a moving train entirely without warning. The number of actual accidents resulting from rails containing fissures is no doubt a small proportion of the total, but the serious losses that have been directly attributable to fissures, coupled with the continual possibility of repetition, creates an alarming situation which demands a full investigation of the cause of fissures; apart from other types of rail failures. Mr. Howard's position gives him a field for action and an opportunity for laboratory examination and research that are unsurpassed, and the results. of his investigations must be received with the utmost attention and respect. His admirable paper, summarizing his previously published studies and analyses of the transverse fissure problem, constitutes a convincing treatment of the subject chiefly from the standpoint of stress and strain to which rails are subjected. The intricacies of the problem are so great that seemingly any theory advanced for the cause of fissures may be attacked from some angle; and although Mr. Howard's deductions are logical in the direction followed, it is apparently necessary for considerable work to be done along other lines before his theories can be fully accepted. It is generally conceded that fissures, whether fundamentally clue to fatigue or something else, are of a progressive character, their ultimate size' being the result of growth from an originating nucleus or point of rupture. Abundant proof of this lies in the variable sizes of the fissures found, and there can be no doubt that their development or growth is the result of the strains to which rails are subjected in the track. Obviously, therefore, the most important factor in investigating the cause for fissures lies in determining the conditions that exist at the point or

Jan 4, 1918

The official Institute reports for the year 1929 were distributed in pamphlet form at the Annual Meeting, February, 1930, and were later included in Section 2 of Mining and Metallurgy, June, 1930, and thus made available to the entire membership. Membership In its report the Admissions Committee set forth the changes in membership during 1929, as follows: Total membership, Jan. 1, 1928, 8582; elected and placed on rolls in 1929, including 59 reinstatements, 509; loss by resignations in 1929, 88; loss by death in 1929, 110; loss by suspension in 1929, 37; membership at end of year not including Student Associates, 8856. Distribution of membership: Honorary Members, 16; Members, 6590; Junior Members, 38; Associates, 1041; Junior Associates, 1033; Rocky Mountain, 138; total membership, Jan. 1, 1930, 8856; Student Associates, 150; total including student associates, 9006. Treasurer's Annual Report, Year of 1929 Statement of Receipts For the year ended December 31, 1929 Dues: Arrears............................................ $ 3,501.75 Current............................................ 97,257.12 New Members...................................... 5,721.50 Advance........................................... 1,970.79 $108,451.16 Initiation Fees.................................................. 7,436.00 Magazine Receipts: Advertising Gross Receipts........................... $40,610.81 Magazine Sales..................................... 3,799.84 44,410.65 Sale of Transactions Current........................... $ 2,985. 15 Sale of Special Editions Current........................ 5,147.82 Sale of Back Transactions and Special Editions........... 4,186.93 Sale of Year Book..................................... 65.50 Sale of Authors' Reprints.............................. 2,585.40 Sale of Pins and Fobs.................................. 14.73 Sale of Technical Publications.......................... 1,451.55 Sale of Bindings...................................... 3,949.13 20,376.21 Net Interest Received: On Bank Balance and Temporary Investments......... $ 2,595.04 On Lie Membership Fund........................... 3,223.43 On James Douglas Library Fund...................... 5,425.61 On General Reserve Fund............................ 2,015.58 13,259.66 Miscellaneous Receipts........................................... 335.80 Total Receipts................................................ $194,269.48

Jan 1, 1930

[RECEIPTS Magazine, Advertising $ 32,823.60 Sale of Magazines 3,933.29 Total Magazine $ 36,756.89 Dues, Arrears 5,866.97 Dues Current 100,223.80 Dues of New Members 6,143.29 Dues in advance 1,586.32 Initiation fees 6,820.00 Sale of Transactions 5,464.99 Sale of Binding 5,618.90 Sale of Pyrometry Volume 336.30 Sale of Indexes and Emmons 106.10 Sale of Pamphlets 575.32 Miscellaneous Receipts 105.60 Interest on Bank Balances 1,217.67 Interest on Life Membership Investment 512.18 Interest on James Douglas Library Fund 5,678.67 Total Receipts $177,013.00] [ ]

Jan 1, 1925

RECEIPTS [Magazine Advertising $ 62,564.83 Magazine Sales 3,591.44 Totalm 66,156.27 Dues, Arrears7,032.88 Dues. Current96,839.74 Dues, New Members6,525.00 Dues, in advance 1,907.02 Initiation Fees7,584.00. Sale of Transactions3,909.03 Sale of Binding7,845.05 Sale of Special Editions 338.20 Sale of Year Book76.20 Sale of Pamphlets1,189.06 Sale of Authors' Reprints867.54 Miscellaneous Receipts62.93 Interest on Bank Balances1,712.89 Interest on General Reserve Fund337.50 Interest on Life Membership Fund557.84 Interest on James Douglas Library Fund....5,491.89 Total Receipts$208,433.04] [ ]

Jan 1, 1925

Magazine, Advertising $ 32,823 60 Sale of Magazines 3,93329 Total Magazine $ 36,756 89 Dues, 'Arrears 5,866 97 Dues Current 100,223 80 Dues of New Members 6,143 29 Dues in advance 1,586 32 Initiation fees 6,820 00 Sale of Transactions 5,464 99 Sale of Binding 5,618 90 Sale of Pyrometry Volume 336 30 Sale of Indexes and Emmons 106 10 Sale of Pamphlets 575 32 Miscellaneous Receipts 105 60 Interest on Bank Balances 1,217 67 Interest on Life Membership Investment 512 18 Interest on James Douglas Library Fund 5,678 67 Total Receipts $177,013 00

Jan 1, 1923

Magazine Advertising $ 62,564 83 Magazine Sales 3,591 44 Total 66,156 27 Dues, Arrears 7,032 88 Dues, Current 96,839 74 Dues, New Members 6,525 00 Dues, in advance 1,907 02 Initiation Fees 7,584 00 Sale of Transactions 3,909 03 Sale of Binding .. 7,845 05 Sale of Special Editions 338 20 Sale of Year Book 76 20 Sale of Pamphlets 1,189 06 Sale of Authors' Reprints 867 54 Miscellaneous Receipts 62 93 Interest on Bank Balances 1,712 89 Interest on General Reserve Fund 337 50 Interest on Life Membership Fund 557 84 Interest on James Douglas Library Fund 5,491 89 Total Receipts $208,433 04

Jan 1, 1923

ASSETS Working Fund Assets Cash-unappropriated $62,41294 Members' 1951 dues receivable 14,336 98 Accounts receivable Advertising, publications and miscellaneous $43,22055 Less-Reserve for delinquent accounts 12,775 76 $30,44479 Petroleum Branch-Special Projects Fund¬ Advances re Petroleum Conservation Volume 5,37085 35,81564

Jan 1, 1952