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By Richard H. Sillitoe

Gold is an important byproduct and, locally, coproduct of porphyry copper deposits, and possesses potential for discovery as the major metal in porphyry deposits in either island arcs or Cordilleran belts. Tungsten and tin occur as major components of several potentially bulk-minable porphyry deposits, as well as being byproducts from the Climax porphyry molybdenum deposit. Whereas porphyry tin systems are localized in Cordilleran back-arc settings, their tungsten counterparts appear to span a range of geotectonic settings, from Cordilleran principal arcs through back arcs to rifts. Although silver is a common byproduct of porphyry cop- per deposits, it tends to be preferentially concentrated with lead and zinc on the fringes of all types of porphyry deposits and/or as late-stage superpositions; the latter situation could be of some interest in the higher parts of porphyry systems. As byproducts, rhenium, uranium, platinoids, and magnetite are exploited occasionally, and rutile and the rare metals, such as tantalum and niobium, merit consideration.

Jan 1, 1983

By Paul B. Barton

Unconventional mineral deposits are those that differ significantly from productive deposits in mineralogy, grade, or geologic setting. Thus, the initial representatives of each deposit type are, by definition, “unconventional” until they are exploited. The “unconventional” status changes to "conventional" because of economic shifts (e.g., bulk silver ores), because of technological innovations (e.g., froth flotation), or simply through the recognition of, and production from, novel mineral concentrations. Heretofore the discovery of new deposit types has been almost entirely accidental, but the long- established concept of the geochemical cycle provides a nearly untouched opportunity and challenge for the application of geochemistry in predicting novel, potentially economic, mineral concentrations.

Jan 1, 1983

By Robert N. McIndoo

A good tire program must begin at the top; management must have an awareness of the tremendous potential for cost saving that tires represent. At Reserve Mining Co., tires account for 33% of the cost of maintaining its 44 tractor-trailer side-dump haulers and 22% of its 32 rear-dump trucks. In comparison, engine overhauls account for only 6% of the maintenance dollar. Doubling the present engine life would save only 3%. The open-pit mine, located near Babbitt, Minn., moves about 46 million t/y with its off highway fleet. Mine roadways total in excess of 160 km (100 miles) and about 1200 tires are in active use at any given time.

Jan 3, 1978

By W. Arthur White

Underclay squeeze is the plastic flowing of underclay below coal pillars into mined-out entries and rooms. Squeezes may be caused either by wet mine conditions where the moisture is taken up by the clay-making it more plastic-or by the presence of certain clay minerals, such as mont-morillonite, which are plastic when there is enough natural moisture. Under either condition, sufficient stress will cause the underclay to flow. Squeezes may fill an entry or room within several hours, or it may be several months before movement stops. Squeeze areas commonly cover hundreds or thousands of square yards.

Oct 1, 1956

By Joseph W. Murray

Prior to 1950 Magma's ore production came from two parallel, steeply dipping, east-west striking mineralized faults, one called the Main or Magma vein and the other the Koerner vein, which lay about 1100 ft to the south. This vein system has been explored and mined over 9000 ft horizontally and 4800 ft vertically. In 1950 continued exploration led to the discovery and development of replacement orebodies in the Devonian limestone zones adjacent to the veins. These replacement deposits occur in the eastern part of the Magma mine and follow the strike and the 30º east dip of the host limestone. Strike length of the ore bodies varies from 250- 500 ft and thickness from 15-125 ft. The orebodies are large tabular masses with chalcopyrite and bornite being the dominant ore minerals. Hematite and pyrite are the most abundant gangue minerals. Incompetent limestone, shale, or a porphyry sill hanging wall is characteristic of portions of the replacement beds. In many instances the ore is blocky, badly fractured and intermixed with layers of limestone gouge, pyrite and hematite.

Jan 6, 1973

By K. Robert Dorman, F. Michael Jenkins

The occurrence of rock bursts in deep metal/nonmetal mines presents a major hazard to their safe and economical operation. As part of a Bureau of Mines program to reduce rock bursts in deep vein mining, a project was conducted in the Coeur d'Alene Mining District of Idaho to evaluate and demonstrate the mining of a destressed sill pillar using undercut-and-fill methods. A 50-ft sill pillar in a burst-prone area was preconditioned by drilling and blasting vertical holes in the ore. After raises were driven through the destressed pillar to the level above, it was mined by the undercut-and-fill method. The conclusion from this demonstration is that the combination of ore preconditioning and underhand mining resulted in greatly improved rock burst and ground control, allowing safe and efficient mining of a potentially hazardous, burst-prone pillar.

Jan 1, 1984

By C. D. Ramsden

DURING the war years of 1941 to 1945, maintenance of mine locomotives and other mine equipment took the form of rebuilding rather than of renewing. Pur¬chase of new parts became increasingly difficult and mine operators found it necessary to maintain equipment by sal¬vaging old parts. Mine-locomotive wheels, although not representing a high cost per pound of material, contain a con¬siderable amount of steel and without rebuilding would have to be scrapped long before even a moderate percentage of the steel in the wheel is actually consumed. Many mine operators have been re¬building locomotive wheels for several years with automatic open arc-welding equipment. In 1927, the Pittsburgh Coal Co. started such a program, using a single Westinghouse automatic welding head. Since that time, many refinements have been added, until in 1944 the setup was operating very efficiently. A desire to increase wheel life and to hold down rising costs led the company in 1944 to investigate the possibilities of the under¬flux arc-welding process for wheel rebuild¬ing, although at that time, little or no work had been done on multiple pass or "build-up" welding with the underflux arc. Work with this process had been confined largely to welding together flat plates in a "down hand" position. Possibilities for savings were intensified by the fact that the company has 300 locomotives in operation, using actively or as spares 1200 sets of wheels. During 1942 and 1943, about 500 sets of wheels were sent each year to the company's maintenance shop at Library, Pa., for rebuilding. Based on having 800 sets in service (many of the company's heavy locomotives have three- sets of trucks), the average life of a set of wheels was approximately 19 months. Anything that could be done to increase wheel life promised sizable annual savings. OPEN ARC WELDING With the open arc process, a set of wheels could be rebuilt for about 40 pct of the cost of new wheels. Underflux arc welding gave promise of greatly increased welding speeds, more homogeneous, dense deposits and the chance for use of a wider range in welding-wire compositions. Against this was ranged the higher cost of materials and the cost of developing the process from the theory to a practical reality. Since 1927, when a single open arc head was placed in operation, fixed welding procedures had been gradually developed, a positioner for handling a set of wheels was built, and a second head was placed in operation in order to weld two wheels simultaneously. The fixture, or posi¬tioner, which was built to position and turn the wheels under the two welding heads, included a motor drive, controlled by a rheostat, which rotated the wheels through a double set of speed reducers and a removable jaw coupling attached to one end of the axle of the wheel truck.

Jan 1, 1946

By B. O. Pickard

WITH more than a score of shafts and numerous stope openings to the surface, all inter-connected underground; with underground temperatures high, often exceeding 100° wet bulb; with an ore presenting a dust health-hazard; with certain rocks giving off inert gases; with an altitude of 6000 ft. above the sea level and a dry desert climate, the Tonopah mines offered an interesting, problem to the student of metal-mine ventilation. Tonopah is not an old mining district relatively speaking. It was discovered in 1900 and Tonopah soon was a boom camp. By 1910 the mines of this district had paid many millions of dollars in dividends. At the time of the 1921 ventilation study, mining had passed its peak of production and the operators were striving to reduce costs, to discover new ore bodies, and to attract desirable workmen. In 1925, the camp was operating on a still less prosperous basis, but the several managements had not relaxed in their efforts to keep the mines on a paying basis, neither had they lost their faith in the ability of the mines and the price of the silver to "come back." Early in the fall of 1921 the Bureau of Mines was invited by the mine operators at Tonopah, Nevada, to make a detailed study of the under-ground air conditions in the Tonopah silver district. D. Harrington,? who was then directly supervising the ventilation studies of the bureau, detailed district engineer B. 0. Pickard, mining engineer E. D. Gardner, surgeon C. E. Kindall, and petrographer H. Insley to carry on the study. G. S. Rice, as chief mining engineer of the Bureau of Mines, was in general charge of the work. Upon the completion of the study each operator was furnished a report on conditions in his mine.

Jan 2, 1927

By Cloyd M. Smith

A FEW years ago, the Ventilation Committee established the practice of presenting one topic each year for discussion at the annual meeting. The practice has met good response on the part of committee members and I suggest that it be continued. The topic chosen for this year, "Underground Anemometry," is a topic which has bothered me for more than 20 years. It seems to me that the coal industry is content to rely on slipshod methods for measuring the rate of flow of air underground, so I prefaced my discussional charge to committee members with the statement that I regard air measurements made in the usual way, with hand held anemometer, as no good. Agreements and disagreements came in from more than a dozen engineers, some of whom are with operating companies, coal and metal; some with manufacturers; others with government agencies.

Jan 1, 1949

By Carel Robinson

MECHANIZATION of coal mine, is radically changing the requirements for under-ground transportation. It has increased materially the need for reliability and belt conveyors are the most dependable means of moving coal away from the place where it is mined. Their record of freedom from delays is almost 100 per cent. Why then are- not belt conveyors in more general use. Part of the answer lies in the pour records made at some of the earlier installations, and in the fact that belts have so long been identified as a type of equipment suitable, in the main, only to thin seams. Another reason is lack of knowledge of the full potentialities of belt transportation.

Jan 1, 1941

By Walter Mueller

Transition in the underground coal industry, begun with the passage of the Federal Coal Mine Health and Safety Act of 1969, should be completed midway in the 1972-80 period. Surprisingly, many of the far reaching effects of this act have been, for the most part, beneficial to the industry from the standpoint of health, safety and basic operating standards. Production has dwindled, but the next few years will see production declines level out. Average declines of approximately 27% have been recorded since passage of the 1969 act, with costs increasing an average of $1.50 per ton throughout the industry. Nationwide averages presently are in the range of 14 tons per man-shift, and by 1980 this may be further reduced to a 10-ton per man-shift average for the industry. But in spite of the many temporary set-backs affecting the industry, the marketing opportunities are clearly visible. Due primarily to the energy squeeze facing the U.S. over the near term, the 'underground coal operator is and will be enjoying unusual leverage in selling his product.

Jan 10, 1972

By W. F. Netzeband

THE zinc-lead mines of the Eagle-Picher Lead Co. are situated in the Tri-state district of Oklahoma-Missouri-Kansas. The company is operating, at the present time, seven mines in the brecciated deposits of the Picher, Okla., camp; two in the water-course ground of the Treece, Kans., camp; two in the open, boulder ground of the Crestline, Kans., camp; and one in the sheet ground of the Pierce City, Mo., camp. The accompanying map (Fig. 1) shows the relation of the rich narrow runs to the other ore-bodies of the district. The runs are designated by cross-hatching so as to distinguish them from narrow drifts that have been driven as prospect drifts or haulage drifts. Figs. 2, 3 and 4 are cross-sections showing the type of formation encountered in the operation of the drills. The Picher camp is in the brecciated type of deposit with some water-course ground encountered, usually near the edge of the deposit. These deposits are flat and fairly uniform so that they can be mined systematically. However, scattered between these deposits are narrow runs that are usually very rich. Up to the present time, most of the prospecting has been done from the surface with churn drills, supplemented with some prospect drifts in the ground, once the mine is opened up. Prospect drifts are expensive, do not give much information except the presence or absence of ore and are therefore not used to any great extent. In the early days of the camp only the larger deposits were found and mined, with an occasional narrow run which was drilled out more or less by sheer luck. Later, more of these narrow rich runs were found and mined, until today many of the properties that were formerly considered worked out are being leased and re-drilled. It is very evident that many of these narrow runs, which are often only 20 ft. wide, can easily be missed by drilling from the surface unless very close drilling is practiced. This, of course, becomes very expensive as there are from 150 to 250 ft. of

Jan 11, 1926

By J. D. Forrester, Erich Sarapuu, T. C. Cheasley

RANKING high in the nation's wealth of natural resources, readily available liquid and gaseous hydrocarbons are nevertheless falling steadily in supply, while industrial requirements for hydro- carbon compounds are greater today than during the peak period of World War II. Theoretically, several processes will increase the future supply of liquid and gaseous fuels, but the practical application of these methods depends on two controlling factors: 1-that enough carbon- bearing material be available to warrant industrial exploitation, and 2-that the given process be physically, chemically, and economically applicable. With regard to the first factor, the Western Hemisphere is fortunately well supplied, see Table I.

Jan 9, 1954

By Pieter W. Greeff, Graeme W. Mitchell

INTRODUCTION This paper describes the underground environmental planning parameters developed for Pancontinental Mining Limited's Jabiluka uranium deposit. The deposit is located 230 km east of Darwin in the Alligator Rivers region of the Northern Territory, Australia. The deposit is situated within land subject to an Aboriginal land claim, adjacent to a National Park and within a proposed extension to that National Park, as well as being close to a long- established Aboriginal reserve. In addition, being the first large underground uranium mine planned in Australia, the environmental considerations, both on surface and underground are considerable. Pancontinental is committed to the highest practicable standard of environmental management in the operation of the mine. In addition, Government regulations and requirements are particularly stringent by world standards. The underground environmental problems are discussed later in the paper with emphasis placed upon radiation aspects, both gamma and radon daughters, and dust. Consideration has also been given to heat and humidity due to the location of the deposit in a sub-tropical region 12° south of the equator. The paper explains how these environmental factors influence the design and selection of stoping methods. GEOLOGY AND ORE RESERVES The Jabiluka Two orebody is completely overlain by flat-bedded Kombolgie Sandstone with a thin layer of surficial colluvial sands. The orebody occurs in an east-west striking folded succession of Lower Proterozoic metasedimentary rocks of the Cahill Formation. Uraninite and pitchblende constitute essentially all the uranium mineralisation and are contained in the four lithological series, as shown in Fig. 1. - ,Upper Graphite Series - Main Mine Series - Lower Mine Series 1 - Lower Mine Series 2 The succession at Jabiluka has been folded and forms an east-south-east striking, asymmetric syncline-anticline which dips south and plunges to the east. A major fault bisects Jabiluka Tw8 having a north-south trend and dipping about 80 to the west. A near vertical tourmaline granitic pegmatite dyke up to 30 m in thickness has intruded the Jabiluka Two orebody at the western end. Current drilled ore reserves for Jabiluka Two are 52.0 million tonnes at 0.39% U308. Included in these reserves are 1.1 million tonnes of gold ore at 10.7 g/tonne. A large proportion of the orebody can be mined in thick sections (over 80% of tonnage) either as single sections or by bulking a number of thin sections which are close together.

Jan 1, 1981

By A. Lee Barrett

AN accelerated trend toward mechanical mining was noted in 1940, calling for improvements in and better performance of transportation, hoisting, and ventilating equipment. One of the most interesting experi¬ments in transportation is the track shuttle-car operation first put into use by the Princeton Mining Co. in Indiana and later at the Montour 4 mine of the Pittsburgh Coal Co. This system is based on the use of 10-ton drop-bottom mine cars operating on track and han¬dled by an ordinary gathering loco¬motive. These mine cars are loaded and taken in trips of two to a central dumping station which serves four or less loading machines. The dumping station consists of two standard chain-and-flight room conveyors, approximately 50 ft. long placed side by side approximately 4 ft. below the track from which the drop-bottom cars are dumped. These conveyors are operated at low speed and discharge into two similar elevating conveyors which operate at a higher speed and convey the coal to a trip of standard mine cars. A dumping station is usually located so that approximately 500,000 tons of coal may be handled through it before a move is required. This plan appears to have considerable possibilities for the mine equipped with small mine cars and standard locomotives since the advantages of large mine cars can be secured at a fraction of the cost required to install such cars throughout the mine. It appears logical that the future will see a much wider use of this modification in transportation.

Jan 1, 1941

By John J. Reed

This paper was prepared as a supplement to the general review by Dr. N. G. W. Cook. His analysis of the problem in terms of the strain energy involved in making the excavation is excellent. It will contribute much towards a clearer understanding of rock behavior and control. Several of the practical applications described herein can be directly related to Dr. Cook's theories and conclusions, and are based on the very same principles. CONTROLLED BLASTING IN ROCK EXCAVATION Generally speaking, the natural rock is a relatively strong and competent structural material, if we conserve its inherent good properties and perhaps reinforce its weak spots. The difficulty often lies in blasting out the tunnel or chamber without damaging the walls and roof we wish to have remain afterwards. Much progress has been made in the last five years in better understanding the controlled excavation of rock. The specialized techniques known as smooth wall blasting and presplit blasting have now developed from the status of curiosities of rock excavation to the point where these techniques are specified in contracts drawn up for such rock excavation projects as tunnels, underground pourer houses, etc. These techniques have been well described and discussed in previous publications; there is no need to reiterate here. It might be well to point out that recent research has demonstrated the effect that inherent rock stress may have on presplitting in certain directions. Material can be presplit most readily parallel to the direction of maximum compressive stress, and this may not always be in the direction desired. Inherent rock stress measurements by stress relief over coring, etc., may have important value in deciding how to best presplit proposed excavations. In addition, recent work at the Colorado School of Mines has demonstrated the feasibility of con-

Jan 1, 1967

By R. V. Ramani, Christopher J. Bise, Robert Stefanko

Over 200 billion tons of coal reserves lie locked up in deposits west of the Mississippi River-and of this, well over 100 billion tons are recoverable only by underground mining methods. Yet, because of the associated problems of unfavorable economics and inadequate technology, western underground mines contribute less than 2% to the annual US coal production. In order to reach the billion-ton coal production level called for by President Carter, it a pears the majority of new coal development will come from the West. But for this to be possible, new mining methods and equipment must be designed to match the unique thick seam conditions.

Jan 10, 1977

By E. M. Norris

DURING the winter and spring of 1917, an unprecedented number of underground fires occurred in the Butte district. With one exception, these fires were caused by the failure of electrical equipment, and called attention to the increased fire hazard in underground mining operations occasioned by the extensive use of electricity. Five local conditions that contributed toward a heavy fire risk were (1) The heavy continuous timbering necessary for mine supports; (2) the strong ventilating pressures in the shafts and main airways; (3) the subsidence and faulting movements in the country rock, which ruptured cables and displaced trolley and lighting wires; (4) the strongly acid mine waters, which quickly developed any weak points in the electrical insulation;(5) oxidation in old stopes containing large amounts of timber. In the summer of 1917, a comprehensive plan of fire prevention was begun by the Anaconda Copper Mining Co., which involved a thorough and intensive development of the preventive measures then in use. These were as follows: Fireproofing, remodeling and strengthening electrical insulations, extension of underground water system, control of ventilation, maintaining efficiency of fire-fighting crews, and reorganization of fire patrol.

Jan 2, 1922

By J. W. Gwinn

THE underground haulage system in the lead-silver mine of the-Bunker Hill & Sullivan Co., situated at Kellogg, Idaho, is the most extensive in the Coeur d'Alène district, comprising about 35,000 ft. of tunnels, drifts, and cross-cuts where locomotive haulage is in use. The main working adit, known as the Kellogg tunnel, or No. 9 level, is approximately 10,000 ft. in length from the portal to the main working shaft and extends beyond that about 4,500 ft. in each of two directions. On this level all the ore from the Bunker Hill & Sullivan, the Sierra Nevada Consolidated, and the Caledonia Mining Co. an average of 44,600 tons per month-is hauled to the mills, located a short distance from the portal. Electric haulage by the trolley-type locomotive is used on this level throughout. Below this level, at intervals of 200 ft. vertically, are five other working levels (Nos. 10, 11, 12, 13, and 14); and the total haulage distance on these, where electric locomotives are used, is approximately 16,000 ft. No. 13 level has but recently been opened up and is not working-to capacity; while the main cross-cut on No. 14 has just been started, and has no need of power haulage. Of the four levels equipped with electric haulage, Nos. 11, 12, and 13 have storage-battery locomotives, and No. 10 still retains the trolley type by reason of the small and decreasing tonnage produced.

Jan 2, 1915

Discussion of the paper of J. IV. GWINN, presented at the New York meeting, February, 1915, and printed in Bulletin No. 98, February, 1915, pp. 239 to 247. GIRARD B. ROSENBLATT, Salt Lake City, Utah (communication to the Secretary*).-The storage-battery locomotive certainly has its place in metal mining and I an) glad to note that it is now receiving the recognition that is its clue. It is, however, not a panacea for all conditions of mine haulage. There are places where it will not work to advantage and cannot compare with` the trolley-type locomotive in cost of operation or in cost of maintenance. On the one hand, there are places where it clearly outshines the trolley-type locomotive. Much depends on the headroom available in the drifts and on the condition of the roof. For short hauls with moderate-

Jan 5, 1915