Search Documents

By A. Adiaddevich

Petroleum has been found in Russia in various localities from north to south, as may be seen from the list given below: (a) In the basin of the Petchora river, Northern Russia. (b) In the basin of the Volga river, in the governments of Samara and Saratoff. (c) In the government of Astrakhan and in the Uralsk territory, close to the northern and eastern coast of the Caspian sea. (d) At Grozny in Northeastern Caucasus. (e) In the Daghestan territory, Eastern Caucasus, on the Caspian sea. (f) On the Apsheron peninsula (Baku and other districts) close to the Caspian sea shore. (g) On the island of Tcheleken in the caspiah sea, also on the island of Sviatoi. (h) In the Transcaspian territory on the Neftianaia Gora (Oil hill) and on the surrounding hills. (i) In the Ferghana valley in Russian Central Asia. (j) On the Kertch-and Taman peninsulas on the Black sea. (k) In Siberia it has been discovered in the Transbaikal territory and on the island of Sakhalin.. ' ' In the above-mentioned districts petroleum has been found to exist under different geological conditions and to vary in its chemical and physical properties. At the present time petroleum is produced in Russia at Baku, Grozny, on the island of Tcheleken, in the Ferghana district, and in the Uralsk territory. The yearly production in 1912 throughout the Russian Empire amounted to 69,400,000 barrels, of which the Baku fields were responsible for 52,000,000 barrels. This shows that the Balm fields on the Apsheron peninsula are the chief oil-producing centers in Russia, being at the same time the oldest of all our oil fields. In this paper I shall discuss the Baku fields only, leaving all the others until a later date. The Apsheron peninsula in the Eastern Caucasus protrudes into the Caspian sea in the shape of a triangle some 47 miles long covering a total area of some 750 square miles. The eastern part of the peninsula is a flat, slightly rolling plain, rising in its highest parts to 140 to 170 ft. above

Jan 1, 1915

In the General Alphabetical and Analytical Index of A I M E Publications for the years 1926 through 1935, a complete list of the volumes covered is printed on page 5, but the dates of publication of the volumes are not given Therefore the following information regarding the volumes that were printed without numbers may be useful to users of the Index

Jan 1, 1937

By L. V. Wade

US Bureau of Mines efforts under longwall research programs to develop the capability to predict support requirements for longwall/shortwall support systems are discussed. Ground control studies are being conducted in conjunction with several longwall/shortwall demonstration projects. Geologic, support performance, and strata behavior are being documented on these projects. A hypothesis is presented for the prediction of support requirements.

Jan 1, 1979

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By Lewis V. Wade

U.S. Bureau of Mines efforts under longwall research programs to develop the capability to predict support requirements for longwall/ shortwall support systems are discussed. Ground control studies are being conducted in conjunction with several longwall/shortwall demonstration projects. Geologic, support performance, and strata behavior are being documented on these projects. A hypothesis is presented for the prediction of support requirements.

Jan 1, 1978

By H. S. Geismer

There are three general methods available for obtaining commercial brown iron-ore: hand-screening; washing; and washing and concentrating. Hand-screening has produced a large tonnage of ore in the past, but is rapidly falling into disuse, except as a preliminary step, largely because modern furnace-practice requires all forcigii material to be separated from ores before they are deliv-

Jan 1, 1912

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Robert E. Tally

The ore reserves of the United Verde Copper Co. in 1907 were estimated at 4,500,000 tons, averaging about 7 per cent copper. Seventy-five per cent of this tonnage was confined to the so-called fire stopes and the remainder was virgin ore. The fire area was being operated at a maximum capacity of 150 tons per day, and the other workings furnished the remainder of the ore, approximately 600 tons per day. The mine was developed to a depth of 900 ft. and the lower levels were considered lean and unpromising. The smelter had been built directly over the ore-bodies. Its site was congested, the ground was settling and maintenance costs were excessive. The major needs of the United Verde obviously were 1. Additional ore reserves. 2. A new and modern smeltery. 3. A method for the mining of the fire-stope ores commensurate with the tonnage and values involved. It is the method specified in point, 3 with which this paper is chiefly concerned. Such a method required the removal of the old smelter, and additional ore reserves were essential not only for the maintenance of production but for the investment necessary for the building of a new smelter.

Jan 1, 1932

By George W. Maynard

For an account of the discovery and the determination of chromite on Port au Port Bay I am indebted to Mr. Obalski, Government mining engineer for the Province of Quebec. He writes: " In June, 1894, with the authorization of our Government, I went to Newfoundland to examine some asbestos property. Passing through Halifax, I had interviews with some gentlemen who told me that besides the asbestos there was in the same district a big deposit of iron-ore. They handed me some specimens, and, after ascertaining that they were not magnetic, and learning that they were found in serpentine, I said they were chromic iron. I visited the place on June 27, 1894, and confirmed my opinion, pointing out at the same time the importance of the deposit, as appears in my report of July 9, 1894. I do not claim any credit for the discovery of chrome-ore in Newfoundland; but, as a matter of fact. when I came in contact with the Halifax gentlemen they did not appear to know the nature or the value of the mineral until I mentioned to them that it was chromite. "' Mr. Obalski's report was mainly devoted to the asbestos-deposits. That portion relating to the chromite was as follows: " On the right side of the creek there is a show of chromic iron of good quality, which appears scattered through the serpentine in several places on the face of the cliff for 40 to 50 feet. A few boulders are found farther up at a distance of 100 feet, and also in the ckeek itself. From this point the deposit exists on a relatively large area, the widest exposures being from 6 to 7 feet. Chromic iron deposits in serpentine rock have no regularity, and are merely pockets. In the case of the property in question this rule is not changed, but the pockets look to be of large extent, and could be easily worked." My own preliminary investigation of the property was made

Jan 1, 1898

By Peter N. Calder, G. H. Blackwell

The development of an open pit slope monitoring system, from equipment selection and justification to complete computer data storage and analysts, Is described. Methods of overcoming the Limitations of the electronic transit/distance measuring device and survey system selected are discussed. Results of the monitoring program showed that blasting was a major cause of Instability, and, after much experimentation, suitable blast patterns for mine production and pit wall integrity were designed. The experiences gained with double benching 'and wall cleanup procedures are discussed . The monitoring program also indicated that water was a contributor to instability, and methods of dealing with water In a rock with a low storage coefficient and transmissibility are described. Because of the danger of falling rock, photogrammetric methods are used for joint mapping and analysis, this work being contracted out. Joint strengths are measured on-site using a portable shear tester. Finally, a discussion of a complex failure is given.

Jan 1, 1983

By Joseph P. Brennan, Robert L. Vines

A historical comparison of the frequency of fatal coal mining accidents occurring underground in mines of various size ranges in the United States and in member countries of the Commission of the European Communities is presented. Frequencies are normalized on hours-worked and tons-produced bases. The comparisons rely on published and confirmed data and on theory for selective treatment of data in an effort to overcome reporting differences and basic differences in the mining conditions and system employed. Trends are identified ad projections made of the effect on accident records of various industry growth patterns. Conclusions are drawn regarding the reasons for differences between the records of U.S. underground coal mines and the records of those mines in European countries.

Jan 1, 1984

By R. W. Hunt

One of the serious and important economic administrative problems facing American railway authorities today is that of their rails, and it is one to which much thought is being given…

Jan 1, 1915

By John A. Ames

AMERICAN pioneers first discovered "commercial" salt in western New York State. Geologists gave the classically correct name of Salina to the salt bearing strata of New York. Rock salt occurs in rocks of approximately the same age and stratigraphic position as New York's Salina "group", to the south and southwest, in western Pennsylvania, eastern Ohio and northwestern West Virginia. Sodium chloride and associated salts occur in brines throughout much of the same area as the rock salt. Brines also are found in areas well beyond the margins of that under which the rock salt lies, especially to the west in Ohio and to the south in West Virginia. The occurrence of the brines in the same area as the rock salt is almost always coincidental rather than indicative of a physical association.

Jan 5, 1950

By Freeman Bishop

Of all President Nixon's many legislative proposals, the one that will probably have the most far reaching effect on the mining industry will be the collecting of odds and ends of antipollution programs into the confines of a single independent Federal agency, the Environmental Protection Administration. In addition, the President is asking this Congress to approve shifting some policy and planning to the Commerce Department in an agency that will probably be known as the Oceanographic and Atmospheric Administration. This division will deal with ocean mining policy and future sources of minerals and metals.

Jan 1, 1970

By A. Tobey Yu, David A. Kinneberg

As the heart of a copper-producing complex, a smelter converts raw copper concentrates or leach-plant precipitates, or both, into blister copper. A typical smelter feed also contains matte chips, flue dust, flux, and lime. All these materials vary widely in their characteristics, ranging from sub-micron to lumps, from slurry to dust, from abrasive to corrosive, and free-flowing to adhesive. Handling all these materials becomes even more problematic since most of the world's open-pit copper mines are located in a semi-arid zone where rainfall is minimal.

Jan 12, 1976

By W. Barbarowicz, H. E. Uhland

AT the Noralyn mine and mill of International Minerals & Chemical Corp. in Bartow, Fla., process instrumentation has been incorporated in three departments-mining, flotation, and preparation. Use of the dragline is the most difficult aspect of the mining operation to control automatically. At the Noralyn mine there are two draglines, a Bucyrus-Erie 1250-B with 29-yd bucket and 235-ft boom and a Bucyrus-Erie 1150-B with 21-yd bucket and 215-ft boom. These are equipped with a minimum number of instruments, but further instrumentation would increase the operator's efficiency.

Jan 7, 1957

By John D. Price

COAL blending, in the preparation of coal before coke making, is so commonly practiced as to be almost universal. But the reasons underlying this practice, the benefits resulting from it, and the materials used in blending vary widely. This paper will outline the various phases of the subject and present information which may be correlated with work that has been done elsewhere. It will deal entirely with work done on the high-volatile coking coals of the western part of the United States, special emphasis being given to the coals of Colorado and Utah.

Jan 7, 1953

By Wayne D. Gould, Robert S. Shoemaker

Modern mill design is a combination of many factors which permit the efficient production of a mineral concentrate from operating, maintenance, and capital requirements. In general, mills should be designed to use the largest possible equipment compatible with the requirements of the ore and the owner's operating philosophy. The paper discusses the major parts of concentrating mills, from primary crushing through comminution, both conventional and autogenous, and the production of a final concentrate. Features of various plants are compared and discussed in the light of operating practice and maintenance requirements.

Jan 1, 1978