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By James D. Noll, Jon A. Hummer, Shawn E. Vanderslice, Aleksandar D. Bugarski, George H. Jr. Schnakenberg, Steven E. Mischler, Larry D. Patts

The National Institute for Occupational Safety and Health designed and conducted a study in an underground metal mine to assess the effects of selected diesel emissions control technologies on the concentrations of diesel particulate matter and gases in underground mine air. The control technologies studied included diesel particulate filter (DPF) systems, filtration system with disposable filter elements, diesel oxidation catalytic converter, and biodiesel blends. Each technology was tested on a mining vehicle operated in an isolated area of an underground mine supplied with fresh air. These isolated zone tests allowed for the operation of vehicles under conditions and over duty cycles that closely mimic actual duty cycles of production equipment. The DPF systems reduced the elemental carbon (EC) concentrations in mine air between 88% and 99%. The same systems reduced total particulate matter (TPM) concentrations in mine air by approximately 75%. The biodiesel blends B20 and B50 caused a reduction in the EC concentrations of 26% and 48%, respectively. Those blends also reduced TPM concentrations by 9% and 24%, respectively. The use of #1 diesel fuel reduced EC concentration by 13% compared to #2 diesel fuel. An increase in nitrogen dioxide concentration of up to two times was seen when platinum-catalyzed DPF systems were tested.

Jan 5, 2006

By D. Harrington

Approximately 6,000 coal mines are operated in the United States. All of them have in some degree the elements that are likely to contribute to an explosion, hence it is surprising that explosion disasters are not more frequent and that many mines have been operated for years and finally worked out and abandoned without experiencing an explosion. The absence of coal-mine explosions does not always indicate that effective efforts have been made to prevent them but rather that the nine has been fortunate in that the combination of circumstances necessary to cause an explosion has not existed. In view of present knowledge of the methods of preventing explosions, disasters are inexcusable and discredit the mining industry. The methods of preventing mine explosions are known to experienced, well-informed persons engaged in coal mining, yet despite this knowledge far to many coal-mine operators continue to use practices and methods that they should know have resulted in numerous explosions. Moreover, many mine workers persist in following past procedure irrespective of consequences and in breaking safety rules or indulging in practices almost certain eventually to result in disaster. Continued failure to apply known common-sense methods of accident and explosion prevention unquestionably will cell for ultimate enforcement of law.

Jan 1, 1940

By Janine Pierce, Robert Larson, Christine Raasch

The vibration and impact environment for crew members on locomotives has been investigated in a series of studies conducted by Exponent Failure Analysis Associates (Exponent) beginning in 1990. Locomotive cab vibration and impact levels were measured on a variety of locomotive models operating over many different track sections across the Union Pacific, Burlington Northern Santa Fe, CSX, Norfolk Southern, and CONRAIL systems. The comfort and health implications of exposure to the measured locomotive vibration levels were evaluated by comparison with the human vibration exposure boundaries given in the International Standards Organization (ISO) standard 2631-1:1997, the British Standard 6841:1987, European Union (EU) Directive 2002/44/EC, measurements made by Exponent on various commercial and recreational vehicles, and vibration exposure measurement data found in the literature. Methods Initially, vibration levels experienced by locomotive crews were measured and recorded at incremental speeds covering the range of normal train operation. In 2003, a method of measuring the vibration exposure continuously by means of a digital recorder was developed, allowing the vibration level over the entire run or crew shift to be analyzed. For each seating location measured, acceleration was recorded on the seat surface beneath the ischial tuberosities (pelvis) of the seated crew member and on the cab floor directly under the seat. At each of the locations, triaxial accelerometers were used to measure the vibration along the longitudinal, lateral, and vertical axes. Since the vibration environment varies throughout the route, and locomotive vibration levels have been found to be primarily speed dependent, a speed sensor was used to continuously measure the speed of the train. To evaluate the recorded vibrations levels, the data was divided into two-minute segments, which were each processed per the 1997 ISO standard for weighted RMS vibration levels and Vibration Dose Values (VDV). Additionally, PSDs and 1/3 Octave RMS values were calculated to determine the frequency content of the vibration. For each two-minute segment, the average speed of the locomotive was calculated to allow for correlation with the recorded vibration exposure values. The resulting exposure values for the entire run were calculated by combining the data from all of the two-minute segments. Since introducing the continuous method of recording acceleration, 23 seating locations have been recorded on 11 locomotives traveling 11 different routes across various parts of the United States. One of the routes was a shift of ‘yard work’, traveling back and forth in a rail yard coupling train cars together. Results A guide to interpreting weighted acceleration values with respect to health is given in Annex B of the 1997 ISO standard. A health guidance caution zone is defined to indicate the

Jan 6, 2006

By Jerry Bennett

This report describes the results of a survey of current blast area guarding procedures at surface and underground metal/nonmetal mines. It features five case histories (two surface and three underground mines) of blast guarding methods considered to represent the best systems in use in the U.S. Mining Industry. Elements of an effective blast guarding system are presented along with recommendations for improvements in current blast guarding practices. Industrial and military surveillance and detection technology was reviewed to determine if parallel technology exists for immediate application to blasting site security. While it is concluded that immediate transfer of industrial security technology will be limited, a number of recommendations are advanced for new research to adapt some of that technology for application to the mining environment. Two research areas considered to offer the most potential for improved blast guarding are presented. They are, computerized personnel tracking and blast area intrusion detection using infrared, microwave or E-field type detection systems.

Jan 1, 1981

By Raymond B. Ladoo

SOAPSTONE

Feb 1, 1922

By Otto Ruhl

As the result of a study of an area comprising some 100 square miles in the Missouri-Kansas Zinc district known to have produced zinc Ore from horizons below the Grand Falls formation, it was concluded that these horizons could become an important future source of zinc. To test this conclusion and to ascertain the general conditions associated with these lower-horizon ore deposits, the Bureau of Mines undertook detailed drilling of localities thought to be favorable for deposition of ore in the Reeds Spring and. Fern Glen formations. Two sites in the Galena, Kans., mining camp were chosen for this purpose. Ninety churn-drill holes totaling 19,338 feet of bore were completed by the Bureau in two campaigns that extended from October 1944 to June 1946. Approximately 25 percent of the holes encountered ore and indicated three separate ore bodies containing substantial tonnages. Observations made during the course of the work revealed that certain structural conditions are common to ore deposits in the Reeds Spring and. Fern Glen formations.

Jan 1, 1949

By Victor Spironello

The Bureau of Mines is studying cupola ironmel technology with the objectives of conserving high-quality raw materials through substitution and productivity. In the research re-ported here, a ize was modified by a gas-fired melting and/or ing chamber into the stack above the level of the coke bed, for study as a prototype for a coal-fired melting chamber. The modified cupola, in which natural gas was used to partially replace foundry coke, was evaluated in several trial runs. Data were obtained on furnace performance, metal and slag chemistry, and scrubber waters as particulates. Results of the modified ion were compared to those of conventional cupola operation. Although this research was preliminary--since the ultimate goal is to use pulverized coal instead of yielded ample evidence that the melting rate of a cupola can be icantly increased with less than a increase in energy input. Other evidence suggests that melting of low-density scrap can be enhanced and that scrap containing undesirable and/or oxidizable elements can be appreciably upgraded. This work is continuing and will include the use of pulverized coal of low rank to assist in melting.

Jan 1, 1984

By F. Fraas, H. H. Storch

"In the second paper 4 of this series, data were presented concerning the decomposi¬tion of polyhalite by saturated salt solutions. It was found that uncalcined polyhalite upon leaching with boiling saturated sodium chloride solutions yielded a brine in which the (K2 Mg) /304 ratio was considerably higher than that obtained from the calcined material, and for this reason appeared more suitable for the production of potassium chloride. It was found, in fact, that the leach liquors from uncalcined polyhalite deposited a mixture of KC1 and NaC1 upon evaporation and subsequent cooling, whereas those from calcined polyhalite yielded mixtures which contained not only potassium and sodium chlorides but also large quantities of glaserite, K3Na (S04)2. Hence it was decided to study the evaporation of the uncalcined poly—halite leach liquor and postpone experiments on the calcined polyhalite liquors until such time as a process for further removal of sulphate was developed.A considerable body of equilibrium data is available in the literature on thesystem K+ Mg++ — Na+ Cl—S04 =,— H20 for temperatures up to 83º C. Owing, however, tothe lack of data other than that corresponding to the invariant points and the complete absence of data for temperatures of 100 to 115°C., and owing to the fact that supersaturation phenomena render unsafe the prediction of the behavior of such a system upon evaporation, it was considered essential to obtain the necessary data by actual evaporation and analysis of the brines thus obtained."

Feb 1, 1931

By M. R. Geer

Full-seam mining with continuous mining machines in dirty coal beds may increase loss of coal in the washery refuse. At one mine mentioned in this report the loss of salable coal was increased sixfold. Cleaning trials were made on three samples of jig refuse in a dense-medium pilot plant to demonstrate the application of this process to the recovery of coal from waste. These tests demonstrated that coal could be separated from impurity with the same degree of sharpness obtained in treating raw coal by dense medium. However, the recovery efficiency achieved in treating refuse averaged distinctly lower than that possible with raw coal because of the greater proportion of intermediate-density material in the feed and the lower yield of clean coal.

Jan 1, 1955

By E. M. SEELEY, F. S. LOTT

Expansion in total capacity of the natural-gasoline industry.to produce light products continued in 1944 and 1945. The average rate of gain, however, was reduced to about 6 percent annually from over 9 percent in the preceding 4-year period. New facilities at cycle plants again accounted for most of the increase in productive capacity. Between January 1, 1944, and January 1, 1946, the number of cycle plants increased from 32 to 37 and their total capacity from 3,278 thousand gallons daily to 4,848 thousand (48 percent). Capacity of all other plants in the industry increased in the same period from 12,735 thousand gallons daily to 13,080 thousand, or only 3 percent. The capacity of the average plant increased to 28,600 gallons a day from 24,400 gallons on January 1, 1944, continuing the established trend. The average capacity of cycle plants increased to 131,000 gallons a day from 102,400 gallons, and the average capacity of all other natural-gasoline plants increased to 22,200 gallons a day from 20,400 gallons. Although the number of plants increased in only three States in the 2-year period (Texas, Okla- homa, and Arkansas), the total capacity of plants increased in eight States. A further decline of 29 reduced the total number of plants to 626 on January 1, 1946. Compared with 10 years earlier, gasoline plants were more numerous in only 4 States: Texas (48 more), New Mexico (7 more), Arkansas (2 more), and Louisiana (1 more). The largest declines, in order, were in Oklahoma, Illinois, Pennsylvania, West Virginia, and California. The number of plants with fractionating equipment for separating the liquefied gases from heavier fractions was 202 on January 1, 1946 and 182 2 years earlier. The principal changes in number and capacity of shut-down plants were an increase in Texas and a decrease in California. Shut-down natural-gaso- line plants are usually among the smallest units in their vicinity.

Apr 1, 1947

By Rudy J. Matetic

The National Institute for Occupational Safety and Health (NIOSH) at the Pittsburgh Research Laboratory (PRL) is conducting research to reduce the noise exposures of roof bolting machine operators and to prevent additional cases of Noise Induced Hearing Loss (NIHL) thru the development of engineering noise controls. This paper describes and evaluates an engineering noise control for the roof bolting machine, namely the collapsible drill steel enclosure. The results of the evaluation demonstrated that using the collapsible drill steel enclosure provided a 7 dB(A) reduction in sound pressure level at the operator?s position of a roof bolting machine.

Jan 1, 2008

By Joseph M. Singer

This research project had two main objectives: (1) To identify the smoke limits of gaseous fuel-air mixtures and (2) to obtain and evaluate basic chemical information on the formation of smoke in very rich flames near the smoke limit. Such information would do much to establish the circumstances for car-bon deposition in gas appliances and in other types of combustors. Based on tests with ethylene and propane, these studies showed the following: 1. Smoke limits are related to the yellow-tip limits of the fuel. Previous research established sufficient data to permit prediction of yellow-tip limits on gas burners using a wide variety of fuels. The present study of smoke limits deals only with ethylene-air flames, but the concept that was developed is probably applicable to other fuels.

Jan 1, 1962

By O. H. Metzger

This is the first of two papers dealing with construction and use of aerial tramways in the metal-mining industry. It describes practices and equipment used in tramway construction and discusses the design of tramways. The second paper will describe the construction and operation of tramways and give operating costs. ACKNOWLEDGMENTS The author acknowledges the cooperation of a number of cable and tramway manufacturers Who supplied practical manufacturing data and other valuable information. Full credit for formulas used in the design of aerial tramways it given' to Edward B. Durham3/ and F. C. Carstarphen.4/

Jan 1, 1937

By H. C. Hamontre

The liquid-level gage described in this report is an instrument designed to locate liquid levels in wells rapidly and accurately and, with auxiliary equipment described, to follow moving liquid levels automatically. The depth at which the instrument makes contact with the liquid in a well is indicated at the surface by a depth meter on the cable to which the instrument is attached. When the gage is used to follow a surging moving level, the liquid depth is indicated continuously at the surface. This report contains a description and illustrations of the gage and outlines the operating procedures. The instrument is 1-3/4 inches in diameter and approximately 6 feet in length and may be operated through 2-inch tubing. The gage consists essentially of a float that moves upward with respect to the rest of the assembly, causing a change in the flow of electric current from the surface when the liquid level is reached. The instrument has been tested under a variety of conditions and has been found to be sensitive to changes in liquid level of 1/2 inch. Its accuracy is limited principally by the accuracy of the wire-line depth indicator used. It is not affected by pressure or temperature, and it can be run in open hole or under pressure through a lubricator. It employs only one electric circuit and can be run on an Amergraph single-conductor cable (type 1-H-0) ,

Jan 1, 1954

By O. W. Owings

"The handling and transportation of explosives and explosives supplies are inherently hazardous owing to their sensitiveness to impact and flame or electric arcs and sparks. Many accidents have occurred in the past during transportation of explosives, especially when they were carried by individual miners on man-trips. When electric haulage became the usual mode of transportation and shots were fired electrically, the hazards of carrying explosives and supplies on man-trips were fully realized, and in some mines all explosives were placed in one car, usually at the rear of the trip. Far-sighted managers saw the danger of this practice and provided separate trips for delivering explosives. This step was a definite advance in safety, but the latest achievement is the construction of special, rugged, nonconducting cars.Many coal-mining men have shown considerable interest in the construction of safe cars for explosives during recent months. Undoubtedly many others are interested in this phase of safety, therefore this circular is issued to give information on cars of this type now in use.Car A (fig. 1) is essentially a closed inner box separated from an outer box by an insulating lining of rubber. The double box is attached to a standard steel chassis that has spring journals and electric welding instead of certain rivets. The chassis is equipped with roller bearings. The over-all length from pin to pin is 11 feet, 9 inches; the wheel base is 54 inches, the track gage 42 inches, and the capacity eighteen 50-pound cases of permissible explosives. The box is 10 feet long, 6 feet wide, 3 feet high at the top of the arched roof, and 2 feet 9 inches at the edges. The top of the car is 46 inches above the top of the rail.The inner box is insulated from the outer box by two pieces of 1/4-inch switchboard.-insulating matting cemented together. To cover the top, two ends, two sides, and the bottom of the box requires 320 square feet of the l/4- inch matting.The walls are well-seasoned tongue-and-groove oak, 1 1/4 inches thick and 2 3/4 inches wide. A 1 1/4-inch air space is maintained by oak strips between the outer wall and the two thicknesses of 1/4-inch rubber matting. The inner box is made of 7/8-inch, well-seasoned, tongue-and groove oak fitted closely against the insulating matting. No nail, rivet, or bolt extends through the rubber insulation.The floor of the outer box is secured to the chassis by two sets of bolts through an intermediate piece of well-seasoned oak. One set of bolts is countersunk from the top of the intermediate piece of oak, and the other set is countersunk from the bottom. The countersunk portions are filled with ""insulate,"" an insulating compound. Adjacent bolts are at least 6 inches apart.The bed of the inner box is divided into six compartments by transverse strips of wood at the bottom and partitions near the roof. Each compartment accommodates three 50-pound cases of explosives. This arrangement prevents cases in adjacent compartments from touching, so that there is no possibility of end thrust of the entire load of explosives. Each inner compartment is 21 inches high, 5g inches long, and 16 1/4 inches wide. Separating strips at the floor are 3 inches wide and 1 1/4 inches thick. The outside dimensions of the 50-pound cases of explosives used are 17 1/2 inches long, 13 1/2 inches wide, and 12 1/2 inches high."

May 1, 1940

By J. J. Forbes

The activities of the Bureau of Mines include the development and testing of self-contained oxygen breathing apparatus and other devices for respiratory protection, the development and tasting of devices for detecting dangerous or noxious mine atmospheres, and the training of men in the mineral industries in the use and care of this equipment to enable them to render effective service in mine rescue and recovery operations following mine fires and explosions, or under other conditions where irrespirable gases may be found in mines or mining plants. The first use of self-contained oxygen breathing apparatus for com- bating mine fires and explosions in the United States dates back about 30 years. Previous to that time, exploration for any distance ahead of fresh air was virtually impossible without great risk to life; moreover, the men called upon to render service at mine disasters were not well-versed in the properties and physiological effects of gases likely to be encountered. It was also impossible to work ahead of fresh air to restore ventilation, and if many stoppings were blown out by an explosion, air had to be introduced into whole areas or sections at once without knowledge of the conditions ahead; moving an explosive mixture of methane and air over live fire had to

Jan 1, 1938

By O. C. Blade

This report on the properties of burner-fuel oils produced during 1956 was issued under a cooperative agreement between the American Petroleum Institute and the Bureau of Mines, United States Department of the Interior, at the request of the Oil-Heat Institute of America and the petroleum industry. This survey is the second for this type of fuel, the first being made in 1955. 2/ The surveys are conducted to provide information on the characteristics of burner-fuel oils now manufactured for sale. They are similar in pattern to the diesel-fuel surveys, conducted since 1950, 3/ and are not intended to conflict with but rather to supplement them. The importance of fuel oil has resulted in the need for more information by the petroleum industry, manufacturers of heating appliances, and consumers regarding the types and qualities of the fuels currently being marketed. Samples of burner-fuel oil typical of their manufacture during the early part of 1956 were analyzed by the refiners in accordance with instructions from the subcommittee on fuel surveys of the Automotive Research Committee of the American Petroleum Institute, Results of the analyses were transmitted to the Bureau of Mines where the data were studied and compiled as shown in the tables of this report.

Jan 1, 1956

By M. J. Beus

The U.S. Bureau of Mines is conducting investigations to improve design methods for mining volcano-genic massive-sulfide (VMS) type deposits in environmentally sensitive regions. This study was conducted at the Greens Creek Mine, which is typical of many VMS-type deposits throughout southeast Alaska, and served as a case history for computer modeling and structural analysis. Results indicated that the finite-element design method provided reasonable comparisons with both the anticipated regional stress regime and the measured deformational response of the underground accessways. Investigators concluded that reasonable accuracy can be expected for stability analyses of proposed mine design scenarios at this mine using the results of this preliminary study.

Jan 1, 2010

By A. Gene Collins, Cynthia A. Pearson, Cathy J. Waters

The chemistry of selenium and tellurium is discussed , along with a method of preparing a synthetic oilfield brine , an oilfield brine sampling method , and methods for determining selenium and tellurium in complex oilfield brines . Selenium either can be reduced to the elemental form with sulfur dioxide and determined semiquantitatively by color comparison of the red amorphous form or can be converted to selenite and determined quantitatively by reacting it with 3,3 ' - diaminobenzidine and obtaining its spectral absorbance at 420 mu . Tellurium can be reduced to the elemental form with hypophosphorous acid , and the spectral absorbance of its red hydrosol can be measured at 400 mu . Less than 0.05 mg / 1 of selenium and 0.1 mg / 1 of tellurium can be determined by the described methods .

Jan 1, 1964

By R. M. Santmyers

Umber and sienna, like ocher, are naturally occurring mineral pig- ments composed largely of clay permeated with hydrated iron (ferric oxide), but they differ from ocher in that they also contain hydrated manganese oxide. The presence of manganese accounts for their browner color. In addition to silica and alumina (clay) and the coloring oxides of iron and manganese, these pigments often contain lime, barium, and other metallic salts as impurities. Sienna most nearly approaches ocher in chemical composition, and the chief distinction is its physical character. It grades into ocher with de- creasing iron content and into umber with increasing manganese content. Sienna is translucent rather than opaque and is more of a stain than a pigment; as the iron oxide content is rather high (often 60 to 80 per cent), the color is strong and rich and varies from pure brown to reddish brown. This pigment raw sienna, terra di Siena, and Italian earth. is known under several names: Burnt sienna is a pigment of an orange-brown tint made by cautionsly calcining raw sienna. It is divided into two grades; American, and Italian burnt sienna. American burnt sienna is a reddish-brown pigment containing from 25 to 60 per cent iron oxide (Fe2O3). One grade, found in Pennsylvania, analyses as high as 80 per cent and is mown as double strength sienna. Italian burnt sienna is a pigment generally containing more iron than the American product, averaging 60 to 75 per cent iron oxide.3 American pig- ments of the same iron content differ materially in shade, having a Havana- brown color, whereas the Italian is more of a maroon. Italian siennas when tinted with 20 per cent of white, show a bluish tint, whereas American siennas yield a brownish or yellowish hue. Raw umber, also known as Turkey umber, Levant umber, and terra ombra, is a greenish to yellowish brown siliceous and ferruginous earth, containing a considerable proportion of one or other of the higher oxides of manganese, Mng04 and MnO2." It is similar in many respects to raw sienna except that it is much coarser and contains more manganese oxide. All umbers contain over 5 per cent of manganese dioxide. Like sienna, umber is a permanent pigment, not being injured by light or by impure atmospheres. Burnt umber (velvet brown, chestnut brown, etc.), results from the calcination of raw umber. The color is much richer and warmer than that of the raw umber. The colors are equally permanent and can be used in conjunc- tion with all other durable pigments.

Sep 1, 1931