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By Richard W. Lodge

Ix the crucible-method of assaying ores for silver a certain amount of litharge is essential to supply sufficient lead to collect the precious metals. The object of this paper is to point out that the use of a .large excess of litharge in the assay of some ores will give results for silver that are uneven as well as low. So far as I know, however, an excess of litharge does not affect the results obtained in the crucible-assay of ores for gold. The main reasons for using, in the crucible-assay, much more litharge than is required to give the necessary lead button are : 1, its action as a flux; 2, its action as a desulphurizer; and 3, its action as an oxidizer, especially on metals like copper and nickel, whereby they are forced into the slag as oxides and thus prevented from passing into the lead button. Hence, by the use of much litharge in the crucible-assay more-ore can often be taken than in the scorification-process, and a lead button obtained which can possibly be cupelled at once or after a single scorification. The method is specially advantageous with an ore carrying much copper or similar impurity and poor in silver, when the assayer does not wish to resort to a wet-analysis for the determination of the silver. It is well known that some ores give better results when assayed by the scorification-method, while others give better results by the crucible-method. For several years I have noticed that, when much litharge was used with certain sulphide and arsenical ores, the results were considerably lower than when the scorification-method was used. This fact was more forcibly brought out in connection with certain work carried on this year by Messrs. H. A. Frame and

Sep 1, 1907

By J. N. Anderson

Developments in reverberatory furnace practice at Noranda over the period 1928 to 1953 are described. Features of interest are increasing furnace tonnage from 700 to 2000 tons per furnace day, the use of the suspended basic roof, and improvements in furnace fuel ratio. Points of comparison and contrast between Canadian and American furnace practice are given. OPERATIONS at the Noranda smelter have been described in a series of papers published between 1930 and 1945.1-4 In the present paper the development of reverberatory furnace practice over the 25 year period from the beginning of operations up to the present time will be reviewed and current furnace practice will be described in some detail. Particular attention will be given to those features which are characteristic of Canadian practice: first, the use of the suspended basic roof; second, the deliberate driving of furnaces to give tonnages in the range of 1400 to 2000 tons of solid charge per furnace day; and third, the continuous operation of furnaces at high tonnage for many years without any extended shutdown for repairs or rebuilding. Finally, points of comparison and contrast between reverberatory furnace practice in Canada and the United States will be discussed. The Noranda smelter, which started in December 1927, was built for the reduction of ore from the Horne mine where early development had shown a comparatively small tonnage of rich cop-per-gold ore of a grade and character which would require direct smelting. The smelter was designed for a capacity of 1000 tons of ore a day and originally consisted of eight roasters, two reverberatory furnaces, and two converters, together with necessary auxiliaries. The discovery of a large new body of ore in 1928 made it necessary to increase both the size and the scope of the reduction plant. A mill which was ultimately brought to a capacity of 3000 tons a day was built for concentrating low grade ore and in addition the capacity of the smelting plant had to be greatly expanded, so that for the next fifteen years every effort in the smelter was directed toward achieving maximum tonnage. Because the layout and design of the smelter made it impracticable to add a third furnace, it was necessary to increase the tonnage on the two original furnaces by improvements in furnace design and operation, roasting and converting equipment being added as required to meet the demands of increased furnace capacity. The smelter tonnage, which reached a peak in 1941, was curtailed in 1944 when it became necessary to operate on a one-furnace basis because of a reduction in the output of the Horne mine due to a shortage of labor. Two-furnace operation at a moderate tonnage was resumed in 1949. In the early years the smelter tonnage was made up almost entirely of Noranda ores and concentrates. However, since 1937 an increasing tonnage of ores and concentrates from other mines has been treated in the smelter. In recent years, with decreased production from the Horne mine, copper concentrates from several mines in the district, treated on a custom basis, have formed an important part of the smelter tonnage. A review of developments in reverberatory furnace practice at Noranda falls naturally into the following four periods: 1—1928 to 1935, the early years; 2—1935 to 1944, the period of greatest change and development; 3—1944 to 1949, one-furnace op-

Jan 1, 1955

By D. M. Buck

greatly restricted and every effort is being made to do away with it where possible, and to substitute a lead-base babbitt or a babbitt with 50 per cent,. tin. The amount of solder having the composition 50 lead, 50 tin, used by the Pennsylvania Lines East, during 1917, was approximately 100,000 lb., but there is reason to believe that a large portion of this can be replaced by a 60-lead, 40-tin solder with satisfactory results, and instructions have been issued to this effect. Inregard to the quantity of new tin used, it is not possible to give the amount, except approximately and from calculations based on the 1917 consumption of bearing metals by the Pennsylvania Lines East only, it is estimated that about 770,000 Ib. of new tin were required in a total of about 21,380,000 lb. of all kinds of bearing metals turned out by the foundry or purchased in the market. No change has been made in the specifications for bearing metals for some years, as the metals used have been satisfactory. A large proportion of the bearing metals are made up from old material re-melted and brought to standard composition by some addition of new metal, and every effort is being made to utilize old material to the best advantage and reduce the amount of new metal of all kinds purchased. For a number of years no tin has been used in the lining metal of either passenger or freight car journal-bearings, except such small amounts as come in from re-melting old linings. No change has been made in phosphor bronze used for rod bushings, as we should expect some trouble from bushings pounding out of shape if a phosphor bronze were used which contained less tin or more lead than the present specifications call for. In this, as well as in the case of all other bearing metals, we expect to use our utmost endeavors to economize and to substitute for tin wherever possible. The Tin-plate Industry D. M. Buck,* Pittsburg, Pa.—During the first 5 months of 1918, approximately 11,000,000 Ib. per month of pig tin were consumed in the United States. Solder, bearing metals, bronzes, etc, used about 5,500,000 lb.; collapsible tubes a little more than 250,000 lb.; tin-foil about 500,000 lb.; and the tin- and terne-plate industry somewhat less than 5,000,000 Ib. In an effort to reduce this consumption and thus conserve our tin supplies, several methods of procedure suggest themselves: 1. Salvage. The most careful and systematic collection and re-use of tin and tin-bearing materials is economically important, in that we thus

Jan 1, 1919

By Donald B. Evans, Robert D. Pehlke

The solubility of nilrogen in liquid binary alloys of iron with Litanium. zivconium, columbium, vanndiurn, and tantalum was measured for alloy composiLions up to the solalbility limils of lhe alloy nitrides. All five alloying agents were found to decrease markedly the activity coefficient of nitrogen in liquid ivon. The metal/nitvogen mole ralios in the alloy nitrides formed were generally .found to be slighlly greater than 1.0, but in no case greater than 1.5. From the experimental data, the standard free energies of fortmation of titanium and zir-conium nitrides have been calculated for the Lemperaluve range 1550° to 1750 C. The solublily Products for columbium, tantalum, and vanadium nitrides are also reported. A number of research investigations have examined the effect of refractory metals on the solubility of nitrogen in liquid iron. Although data on zirconium are not available, investigators are in agreement that titanium, vanadium, columbium, and tantalum markedly increase the solubility of nitrogen in liquid iron. This fact alone makes desirable the acquisition of thermodynamic data for these elements in liquid iron. Since refractory metals are known to be stable nitride formers, they have been suggested as steel denitrifying agents, and some of their nitrides have recently been considered as containment materials for liquid iron and iron alloys. Most available thermodynamic data for these metals relate to their dilute concentrations, but effective thermodynamic treatment of these applications requires data at concentrations near the solubility limit of the alloy nitride. Although some work has been done at relatively high alloy concentrations in liquid iron (particularly for vanadium 2,3 and titanium 2,4), the results have been somewhat contradictory. Disagreement may be partly attributed to the fact that the compositions of most refractory metal nitrides have been shown to be nonstoichiometric, and to vary 2,5-8 depending on the temperature and nitrogen gas pressure with which the solid nitride phase is in equilibrium. One purpose of this study consequently has been to determine the compositions of the refractory metal nitrides precipitated from a liquid iron solution. EXPERIMENTAL PROCEDURE Rao and Parlee2 and Evans and Pehlke 9 have discussed the technique for measuring the solubility product of an alloy nitride phase in liquid iron by finding the point of departure of the nitrogen solubility from Sieverts' law. The method consists of measuring the solubility of nitrogen in a melt of iron containing a known concentration of a second metal as a function of the nitrogen gas pressure over the melt. In this study the second metal was one of the refractory metals titanium, zirconium, columbium, vanadium, or tantalum. When the nitrogen pressure at which the refractory nitride forms is reached, a deviation of the measured solubility of nitrogen in the melt from Sieverts' law is observed in the form of a "pressure halt." The concentration of nitrogen in the melt associated with this breakpoint in the nitrogen-absorption curve is then used to calculate the nitride solubility. The Sieverts method was used to measure nitrogen solubility as a function of nitrogen pressure and temperature. The experimental equipment for this technique has been previously described in detail. 1,9 Charge materials used were vacuum-melted high-purity iron (Ferrovac-E) and the best commercial grades of the refractory metals obtainable (in all cases at least 99.8+ pct pure). Recrystallized alumina crucibles were used to hold all melts except those containing zirconium, for which zirconia crucibles were necessary. Temperatures were measured by a disappearing-filament type optical pyrometer sighted vertically downward on the melt surface through a 1/4-in.-diameter sight hole in the crucible lid. By means of a technique previously described, 9 in which the refractory-metal nitride was precipitated at one temperature then redis-solved by raising the temperature 50°C and precipitated again at a higher temperature, it was possible to obtain data over a temperature range of up to 200°C on a single melt. It was found that this technique could not be used with melts containing zir-

Jan 1, 1965

By P. Duwez, H. Martens

Dimensional changes generally occur during the sintering of metal powder compacts. These changes may have several causes and their magnitude depends upon the numerous variables involved in the process, such as the nature of the powder, size and shape of the grains, compacting pressure, rate of heating, maximum temperature, length of time at temperature, and furnace atmosphere. Among all the variables, time, temperature, and compacting pressure are probably the most important ones, and the effect of each one of the other variables can be studied separately once the effect of these is well understood. The most precise method of studying the phenomenon of dimensional changes in a compact consists of heat treating the compacts at various temperatures for different lengths of time. In this method, only very small specimens can be used, in order to achieve rapid rates of heating and cooling. The technique involved in these measurements is very simple, but is time consuming. Another experimental approach to the problem consists of measuring the change in length of a compact as it is being heated at a constant rate. Although the two variables, time and temperature, are combined into a single one (rate of heating), the results obtained by this technique may be of great interest from both practical and theoretical points of view. The purpose of this paper is to describe a systematic investigation of the change in length during sintering of compacts made of one or several metal powders. Experimental Procedure The change in lenght of compacts during sintering was measured with an automatic recording dilatometer. In this instrument the change in length and the temperature are recorded as functions of time on two separate charts and the rates of heating and cooling may be varied from 1 to 20°F per min. The temperature may be kept constant at any value up to 2200°F during any predetermined length of time and the change in length recorded as a function of time. Provision is made for atmosphere control inside the fused silica tube containing the specimen. Three different magnifications are provided, so that 1 in. on the chart corresponds to 0.002, 0.005, or 0.010 in. change in length. The mechanism following the change

Jan 1, 1950

The President's Prizes, which consist of $30 and $20, were established for the best essays on some subject related to Mining, Economic Geology, or Metallurgy by a Junior Associate or a Member of an Affiliated Student Society of the Institute. In making the awards, special weight will be given to originality in investigation and treatment and to literary merit. As a general rule, the essays should not be less than 3000 nor more than 10,000 words.

Jan 1, 1923

By J. C. Purcupile, R. L. Morris

Present methods of roof support require that first a hole must be drilled, and then a toggle belt or grouted resin bolt be set. Automating this system is very difficult. Therefore, we decided to develop a system which would insert pins into the roof in one step. We think that this type of system can be automated much easier. It would then speed up the roof bolting operation and eliminate the need for a man to work under unsupported roof, making roof bolting a much safer job. There are two ways that a pin can be inserted in a mine roof without drilling a hole. It can either be pushed in, using a very high, constant axial force; or it can be hammered in like a nail. The former method involves very high compressive stresses in the pin, and requires complicated machinery to prevent buckling. Since hammering the pin does not require high axial forces buckling is not as likely. Also, experiments have shown that there are no problems associated with getting the pin to go in straight. We chose to develop the second method. While investigating methods for hammering a pin into a mine roof, we learned that piles were being driven 10 times faster than by conventional methods with a method called "orboresonance." We decided to turn the pile driver upside down, and drive pins up into the mine roof. Sonic Pin Setting Machine The machine consists of a steel bar supported at the nodal points of its first mode of transverse vibration (Fig. 1). A mechanical oscillator, driven by a hydraulic motor, is attached to one end of the bar. This provides the forcing function for the vibrations in the bar. The hydraulic power is supplied by a portable unit. When the forcing function is near the natural frequency of the bar, large amplitudes of vibration occur and require little power input. An anvil is attached to the bar at a point of maximum deflection, providing a means for striking the pin. Since the bar is being driven near its natural frequency, it takes little energy to accelerate the bar back and forth between each hit. This means that most of the power being put into the bar is going into driving the pin. This is unlike conventional pile drivers which use most of their power to accelerate the hammer back and forth between hits. The resonant frequency of the bar we used is about 250 Hz, which is in the audible range, hence the term "sonic pin setting machine." The system benefits are: (1) elimination of the two-step drilling and pin-setting roof bolt operation, (2) increased speed, (3) more intimate contact between the formation and bolts, (4) less expensive roof bolts, (5) higher integrity, (6) potential for automatic operation. Modifications During the months from Oct. to Dec. 12, 1974, under U.S. Bureau of Mines grant No. 00144104, "Projects on Coal Extraction," six members of the senior class at Carnegie Mellon University designed and built the experimental machine. They drove three pins into the Safety Research coal mine at Bruceton, Pa., and determined that the project was worth continuing. In January 1975 we began making modifications and repairs in preparation for a more extensive program of testing at Bruceton. The major items were: 1) Design and build a collapsible pin guide to keep the pin parallel with the line of travel of the lift table. 2) Move the anvil to the center of the bar. 3) Refinish the nodal holes and install new node pins and bushings. 4) Realign the bar in its frame. 5) Install a relief valve on the lift unit to control the upward force. The upward force that we exert on the pin is relatively small, so there is no tendency for it to buckle. This means that all we need to do is hold the pin straight during its initial penetration. This allows the bushing to travel up and down in a straight line. At the beginning of penetration, the bushing

Jan 1, 1977

By John F. Elliott, John P. Hager

The standard free energies of formation of the lowest stable sulfides of chromium, molybdenum, and tungsten in equilibrium with the corresponding metal hazle been determined by reacting the sulfide and metal with H2(g)/H2S(g) mixtures. The reaction is A method for estimating the standard ~nolav entropies and standard entropies of formation at 298°K of the sul-fides of refractory metals is presented. The standard free energies of formation of the lowest sulfides of the metals in group VIa of the periodic table are probably best determined with the reaction* is known with greater accuracy than is that property for any other sulfur-bearing compound or solution which might serve as a reference phase to establish the chemical potential of sulfur for the essential re- However, there still remain significant problems to the use of Reaction [I] in studying these sulfides. First, the equilibrium gas ratios (Ph2S/PH2) are very small, and with the most stable sulfides in the series the ratios tend to be at the limit of the range for precise chemical analysis (10-4); and second, the reaction rate for the formation or reduction of these sulfides appears to be relatively slow. A primary reason for the latter problem is that the gas phase near the equilibrium concentration has very little capacity for transport of sulfur. It is to be noted that the thermo-dynamic properties obtained from the experimental results by Eq. [I] apply for 1 g-atom of sulfur in the metal-saturated compound even though the exact composition of the compound has not been determined. The work reported here is a study of the standard free energies of formation of the lowest sulfides of chromium, molybdenum, and tungsten, and of copper, by Reaction [I]. In planning the experimental program, it was decided that the technique that has been used previously3"' could be used with modification and that an improved analytical method was needed for determining H2S in the gas phase. THE EXPERIMENT The once-through flow of gas was selected in preference to recirculating the gas, a) because of the low sulfur capacity of the gas, b) because of the relatively slow rate of reaction and the danger of the

Jan 1, 1968

By Frank J. Tolonen, Nicholas H. Manderfield, Paul Jasberg

EARLY in the study of the low grade iron formations of Michigan, wide variations in their structure and texture became evident. Because of these variations no simple method of concentration is possible, and those portions of the formations that can be exploited profitably under a given stage of metallurgical progress and existing economic conditions must be searched for carefully. Both structure and texture of the formations have an important bearing on their amenability to beneficiation. By structure is meant the banding planes of easy fracture, the porosity, and the degree of leaching. Texture, which includes grain sizes, shapes, and degree of interlocking, determines the amount of grinding necessary to liberate the mineral grains. Structure determines the liberation of portions richer in one mineral. Structure and texture may be termed the gross features of the formation

Jan 11, 1957

By A. Weiss, W. A. Coster

The search for ore is characterized by a great variety of uncertainties, each of which can be resolved by obtaining information at a cost. Three exploration stages may be distinguished in which information can be obtained, based on inherently different cost structure: 1) the reconnaissance or scanning stage, 2) the examination or screening stage and 3) the project stage. This exploration sequence would roughly coincide with replies to questions as to: where, how, why and how much. As complete information in each stage is too costly to acquire, we must assess the probability that adequate information will be furnished by a limited amount of effort and attempt to maximize the expected value of ore to be found for a given exploration expenditure. Several problems are discussed relative to the mathematical formulation and possible computer procedures for determining the optimum allocation of a total exploration effort. Based on the available literature possible solutions to this problem are indicated. When scanning through published literature on mineral exploration, it seems at first that there is little room for substantial and systematic improvements in the efficiency with which the problem of discovery of new ore deposits is presently being handled by large organizations active in exploration. It appears equally difficult to offer something relevantly new which could generate a break-through in exploration thinking and cause a marked improvement in the ratio of successful undertakings to the total exploration projects started. On the other hand, a number of experts in recent years have urged that the problems in prospecting be analyzed in a more skillful and sophisticated manner than in the past. Their thesis is based mainly on the premise that the cost of finding mineral deposits will increase with increasing technical difficulties. In present large-scale exploration ventures, especially in those regions where outcrops and immediately visible geologic evidence are scarce, older methods of prospecting are increasingly being replaced by more indirect and systematic geophysical and geochemical methods with more emphasis on correct statistical design of exploration patterns. It is perhaps the oil industry which has made the greatest strides in developing statistically, well justified patterns in its search for oil; possibly because oil seepages, as indicators of the presence of oil, left off at an earlier point in time than did outcrops as indicators of base metals. Among the pioneers in the field of statistics and operations research, as applied to mineral exploration, the excellent works of Allais, Slichter, Koop-man, Mickey, de Guhnin, Krumbein, Griffith, Sichel, Krige, de Wijs, and Matheron may be mentioned. It should, however, be pointed out that three subjects of basic importance to the allocation of exploration efforts have so far received only scant attention in published literature, even by the aforementioned authors. In the first place, a more precise definition of the object of the search, i.e., a minimum-size orebody, seems to be outstanding. Secondly, a decision model is not a widely-discussed subject. Thirdly, no concentrated attempt so far seems to have been made to establish probabilities of the occurrence of economic deposits on a regional scale and to arrive at a slightly more accurate knowledge of the probability laws governing the deposition of ore. It is not the purpose of this paper to create new order in the complexity of uncertainties in which our decision processes in exploration necessarily have to be conducted. Rather, we intend to highlight some of the outstanding, hitherto unmapped territory, where diligent compilation and a utilization of present and historic data may statistically improve our chances of success. We hope that the contribution of this paper will lie in bringing allocation problems into better focus and in increasing the mineral industry's realization of the magnitude of the factors involved. THE MINIMUM-SIZE OREBODY The concept of target specifications for what constitute a minimum-size orebody in exploration is a rather variable one and depends to some extent on

Jan 1, 1963

By A. J. May

THE Star shaft is near the north boundary of the group of mining claims belonging to the Ground Hog Unit of the American Smelting and Refining Co., near Vanadium, N. Mex. The shaft bins and surface plant are served by a siding from the Atchison, Topeka and Santa Fe railroad, and this factor of railroad transportation influenced the choice of site. This paper describes the shaft sinking only, and does not cover the surface plant or other parts of the mine or its equipment. A. J. MAY is Engineer in Charge of Shaft Sinking, Ground Hog Unit, American Smeling and Refining Co, Vanadium, New Mexico. El Paso Meeting, October 1948. TP 2737 A. Discussion of this paper (2 copies) may be sent to Transactions AIME before Feb. 28, 1950. Manuscript received Nov. 29, 1948; revision received June 22, 1949. Experience with this shaft seems of interest because of the mechanical mucking, good rate of progress, and the costs obtained at the present level of labor and material costs. The shaft has four compartments, as shown in fig. 1. Equipment: Riddell Mucker: The mucking was done by a clamshell bucket and a Riddell mucker, which, as in other shafts sunk with this machine, consisted of a carriage mounted on axles with double flanged wheels that traveled back and forth on a swinging track, parallel to the long axis of the shaft (fig. 2 to 6). Three air motors were mounted on the carriage; one hoisted the clam, one operated the bucket opening and closing device, and the third moved the carriage along the track. The carriage was designed with guide shoes and could be hoisted to the surface in either skip compartment without trouble (fig. 4). During blasting operations the clam was tied on the rails and the carriage was hoisted up a few sets to protect it from flying rock. No attempt was made to hoist the carriage and clam together lest the clam catch in the timbers. The track on which the carriage operated was built of extra heavy 6 in. pipe with 1x2 in. strap welded on top for rails. A Yzx4 in. angle was welded on the bottom of the 6 in. pipe with a 1 in. round rod welded in the angle for a filler and additional strength. The end or cross pieces of the track which kept the track to gauge, were also made of reinforced, heavy 6 in. pipe and were bolted to the long members on which the carriage traveled (fig. 2 and 3). This section of track was used, instead of heavy railroad rails, for two reasons: (1) this section would bend before it snapped and was much safer for the men in the bottom; and (2) it was a better blasting shield, and protected the timbers better, in fact, only five wall plates were broken by blasting in 1926 ft of shaft, although 150 to 225 lb of 40 pct powder was loaded per round, depending on the ground conditions. The swinging track was supported by four % in. hoisting cables anchored to the end plates. There were also four safety cables fastened two to three sets above the carriage, which would catch the carriage if one of the supporting cables should fail for any reason (fig. 7). Clamshell Buckets: Two clams were used, each of % yard capacity, both manufactured by Blaw-Knox, Nos. 662 and 663. The No. 663 clam was 4 in. wider and 5 in. shorter than the No. 662, but seemed to dig and load more satisfactorily. It was easier to hoist and lower when it came up for repair. It did not turn over as easily, had less spill

Jan 1, 1951

By A. J. May

THE Star shaft is near the north boundary of the group of mining claims belonging to the Ground Hog Unit of the American Smelting and Refining Co., near Vanadium, N. Mex. The shaft bins and surface plant are served by a siding from the Atchison, Topeka and Santa Fe railroad, and this factor of railroad transportation influenced the choice of site. This paper describes the shaft sinking only, and does not cover the surface plant or other parts of the mine or its equipment. A. J. MAY is Engineer in Charge of Shaft Sinking, Ground Hog Unit, American Smeling and Refining Co, Vanadium, New Mexico. El Paso Meeting, October 1948. TP 2737 A. Discussion of this paper (2 copies) may be sent to Transactions AIME before Feb. 28, 1950. Manuscript received Nov. 29, 1948; revision received June 22, 1949. Experience with this shaft seems of interest because of the mechanical mucking, good rate of progress, and the costs obtained at the present level of labor and material costs. The shaft has four compartments, as shown in fig. 1. Equipment: Riddell Mucker: The mucking was done by a clamshell bucket and a Riddell mucker, which, as in other shafts sunk with this machine, consisted of a carriage mounted on axles with double flanged wheels that traveled back and forth on a swinging track, parallel to the long axis of the shaft (fig. 2 to 6). Three air motors were mounted on the carriage; one hoisted the clam, one operated the bucket opening and closing device, and the third moved the carriage along the track. The carriage was designed with guide shoes and could be hoisted to the surface in either skip compartment without trouble (fig. 4). During blasting operations the clam was tied on the rails and the carriage was hoisted up a few sets to protect it from flying rock. No attempt was made to hoist the carriage and clam together lest the clam catch in the timbers. The track on which the carriage operated was built of extra heavy 6 in. pipe with 1x2 in. strap welded on top for rails. A Yzx4 in. angle was welded on the bottom of the 6 in. pipe with a 1 in. round rod welded in the angle for a filler and additional strength. The end or cross pieces of the track which kept the track to gauge, were also made of reinforced, heavy 6 in. pipe and were bolted to the long members on which the carriage traveled (fig. 2 and 3). This section of track was used, instead of heavy railroad rails, for two reasons: (1) this section would bend before it snapped and was much safer for the men in the bottom; and (2) it was a better blasting shield, and protected the timbers better, in fact, only five wall plates were broken by blasting in 1926 ft of shaft, although 150 to 225 lb of 40 pct powder was loaded per round, depending on the ground conditions. The swinging track was supported by four % in. hoisting cables anchored to the end plates. There were also four safety cables fastened two to three sets above the carriage, which would catch the carriage if one of the supporting cables should fail for any reason (fig. 7). Clamshell Buckets: Two clams were used, each of % yard capacity, both manufactured by Blaw-Knox, Nos. 662 and 663. The No. 663 clam was 4 in. wider and 5 in. shorter than the No. 662, but seemed to dig and load more satisfactorily. It was easier to hoist and lower when it came up for repair. It did not turn over as easily, had less spill

Jan 1, 1951

H. W. Turner, Portland, Ore. (communication to the Secretary*) :—Mr. Brown's paper on the complicated groups of veins exposed in the workings of the Bodie mine forme a valuable contribution to the literature of the structural features of ore-depoeits. It is much to be desired that managers should put into print the results of their observations of the mines under their charge. These observations, as well as data of production, kind of ores, etc., usually accumulate for years, and unless the mining geologists of the Geological Survey happen along before the mine is worked out, such data seldom get into print. About the year 1899 I went through the mines at Bodie with R. C. Turner, then superintendent, and made some notes on the veins and gangue-minerals, and collected some specimens. Mr. Brown refers to crystals of feldspar (albite) found on fragments of quartz on the surface. I collected a number of specimens of these crystals, mostly from Queen Bee hill, and

Jan 1, 1909

By Kenneth M. Ritchie

Mineral wool is a term applied to man-made fibers of silicate glass with useful properties resulting from their fibrous nature. In contrast with crystalline fibrous minerals such as asbestos, mineral wool fibers are amorphous, solid filaments produced by drawing from molten liquid and subsequent cooling. Chemically they are silicate glass with varying percentages of metallic oxides, especially those of aluminum, calcium, magnesium, iron, and in glass wool, sodium, potassium and boron. Other elements such as manganese, titanium, sulfur, etc., result from their presence in the raw materials used and are not purposely added. In the United States, mineral wool is a generic term and may be applied to rock, slag or glass wool. In Europe, glass silk and silicate cotton are products in the same category, but the term mineral wool is less commonly used. Current usage is to ignore the actual source and to differentiate products on a composition basis; thus rock and slag wools have about 35-45 pct of silica, while glass wool has 54 to 60 pct. Much mineral wool of slag origin is called "rock wool," and this practice is increasing, although wool made of slag from lead or copper refining is often referred to as "lead slag wool." Its greenish-gray to greenish-black dark color, due to 5-25 pct Fe (reported as FeO), distinguishes it from "white" wools made from iron, blast furnace slag containing only 1-2 pct FeO or Fe203. Most mineral wool is used for thermal insulation against heat and cold; sound absorption and isolation are probably the next most important uses. Both its thermal and acoustic values result primarily from the physical structure of the heterogeneous mixture of fibers and air which is the form in which the fibers are first obtained and handled. For this reason, within fairly wide limits, differences in chemical composition are relatively unimportant, and for most conventional applications all types are competitive in properties and value. Mineral wool intended for extreme conditions of high temperature, acid resistance and special purposes must have a chemical composition which will insure the desired properties. This may differ greatly from that of ordinary wools; for example one product approximately 98 pct Si02 and another consisting of 50 pct A1203 and 50 pct Si02 are produced and sold for high temperature service up to 2000°F or more. These are considerably more expensive to manufacture and their cost limits their use. Historical The manufacture of mineral wool consists fundamentally of a process which subjects molten material to shear and/or tensile forces that draw them into fibers. The liquids are cooled at a rate which solidifies them quickly. As a solid glass they are technically super-cooled liquids since they have no true melting point. The drawing out of glass into thin rods, filaments and tubes was known from very early times, and present day continuous production of glass filament for textiles was evolved gradually by adapting hand methods to automatic machinery. Rock and slag wool manufacture had a somewhat different development. Early explorers reported finding filamentous material

Jan 1, 1960

ONE of the perplexing problems that face the translator of an old technical treatise is the question of terms for units of weight and measure. We have used an English word only when it is linguistically equivalent to the Italian one and is a unit of approximately the same size. Libbra and oncia thus become pound and ounce, for the actual weights were within 10 per cent of the modem Troy weights. On, the other hand, the length measures braccio, palmo, and dito, which could be rendered literally as arm, palm, and finger or digit, respectively, have no good English metrological equivalents and it has seemed best to retain the Italian words. The exact transfer of Biringuccio's weights and measures into modern terms is impossible because of the uncertainty as to his standards. Even as late as 1803, when the metric system was first introduced into Italy, practically every city had its own standards. There were, for example, at least eight different palmi, varying from 22.3 to 29.2 centimeters. The values listed below for the various units mentioned by Biringuccio are the Florentine ones, which were also used in Siena and Tuscany: [ ]

Jan 1, 1942

By Leo H. Duriez, James V. Neuman

THE Bayard property of the united States Smelting Refining and Mining Company is in south central Grant County in southwestern New Mexico about fifteen miles east of Silver City and one mile west of Santa Rita. The present holdings cover a belt roughly one mile wide by ten miles long, lying west of, and adjacent to, the holdings of the American Smelting and Refining Co., Kennecott Copper Corp., Empire Zinc Co., and Peru Mining Co. The area extends from the village of Bayard on the south to a point three miles northeast of Fierro. The property is a part of the well-known Central mining district which has been New Mexico's leading copper-zinc producer for many years. The property is segregated into three sections, the Bullfrog, Hanover Bessemer, and the Shingle Canyon sections. Of these, the Bullfrog section covers the area between the towns of Bayard and Hanover and includes the Bullfrog No. 1, Bullfrog No. 2, Slate, Hobo,

Jan 1, 1948

By ROBERT R. ABUOTT

Discussion of the paper of Prof. Albert Sauveur and, G. A. Reinhardt, presented at the Cleveland meeting, October, 1912, and printed in Bulletin No. 71, November, 1912, pp. 1335 to 1341. ROBERT R. ABBOTT, Cleveland, Ohio :-The possibilities of the commercial application of the facts brought out in this paper have been the subject of many experiments by me during the past four years. It will be well to call attention to several facts having a commercial bearing upon the problem: (1) The lower critical temperature (Ac) of a 3.5 per cent. nickel-steel of low carbon (say 0.20 per cent.) content is about 710° C. This is not lowered to any extent by increasing its carbon content by carbonizing,. By this I mean that a steel with Act occurring at 710°, must, after carbonizing, be heated above this temperature before quenching in order to make it hard. This is not contrary to Guillet's diagram, although at first thought it may seem so, due to a confusion of the Act and the Ar1, points. His diagram merely gives the physical condition of the steel upon slow cooling. Now a steel of 1.20 per cent. of carbon and 3 per cent. of nickel (point " B " of the diagram) may be martensitic upon slow cooling from three causes: (a) Its Ar1 point is below the normal atmospheric temperatures. (b) The time element is so important that the change from martensite to pearlite and cementite does not have time to occur even with this slower rate of cooling. We of course know that nickel has the tendency of retarding this change. (c) A combination of the above two causes. (2) With increasing nickel content the ability of steel to absorb carbon decreases. (3) Many carbonized nickel-steels show a martensitic. structure upon air-cooling, and yet ire so soft that they are of no commercial value.

Dec 1, 1912

By H. Merton Ruth

THE northern anthracite fields, although facing the same economic problems as the southern fields, are confronted with the additional problem of fast dwindling reserves of anthracite which can be conventionally and economically won. The mining of coal which remains in thin beds and the recovery of pillars from areas heretofore considered unrecoverable, either by reason of cost or surface restriction, pose problems of in- creasing importance to the economic life of the northern field operations. Successful approaches have Been made to this problem and other work is being performed that holds promise. There exists in the northern anthracite field millions of tons of solid coal, the recovery of which has not been too successful due to the following inherent operating faults: inability to concentrate producing areas; the great quantities of rock to be cut and handled, lack of consideration of proper sequence and speed of second mining, and the continued use of the mine car as the basis of payment. A mining system that has successfully solved these major problems has been in operation in the Scranton area since 1944. Over 1% million tons have been produced from veins varying from 3 to 4% ft thick by this method, which is known as the multiple panel-triangular system-conveyor mining.

Jan 1, 1950

By AIME AIME

THOUGH the Annual Meeting of the Institute-officially numbered 158 on the records was delayed a bit at the start by low steam pressure on the locomotives bringing members to New York, the crowd that finally arrived more than lived up to expectations, and the technical program had few difficulties because of absent authors or lack of competent discussers. The transportation difficulties were occasioned by the fact that Monday, Feb. 15, was the third coldest day in the 72 year history of the New York Weather Bureau, the official temperature being 8 below zero. The New York Central's premier train, the 20th Century, due at 9:30 a.m., arrived about 6:30 p.m., and the Commodore, another crack train from Chicago, was about equally late.

Jan 1, 1943

By J. J. Pelley

NOT being a scientist, an engineer or a metallurgist, I consider it a very great honor indeed to be asked to address the American Institute of Mining and Metallurgical Engineers. Your program indicates that any lack of intricate and technical knowledge on my part in the field of metals will be well taken care of by others. Therefore, I believe any remarks that I have to make might well be devoted to the practical side of metals in railroad service and to the general railroad situation as I view it today. The experiments now being conducted on the railroads with so-called streamlined, light-weight trains and cars would not have been possible had it not been for scientific and engineering research in the past that made these lighter weight metals available. The railroads now have approximately forty units of these new trains in operation. Experi-ence with them will no doubt be a guidepost for future construction in that direction. While the best known experiments are in the passenger service, they are being extended into the freight service. Within the past three years there was constructed for the Association of American Railroads a new standard box car of ordinary carbon steel, in which, by reason of superior design, weight was reduced by 3500 to 4500 lb. under that of existing cars of like capacity. The Association is now testing a box car that weighs approximately six or seven tons less than practically all of the box cars of like capacity in service today. If these tests are successful a very large field for the use of lighter weight metals will immediately be opened, provided the costs of such metals are not too high. The fact that various experiments are being carried on with other classes of equipment constructed with so-called light-weight and non-corrosive metals no doubt will have a considerable effect upon the rebuild-ing of old equipment. The question then will be: How much can we afford to spend on the rebuilding of an old car weighing six to seven tons more than a new car constructed with the latest available materials?

Jan 1, 1936